Year: 1888

page_text: Date of Application, 27th June, 1888
Complete Specification Left, 27th Mar., 1889
Complete Specification Accepted, 4th May, 1889
I, GEORGE NEWMAN of 21, Cross Street, Earlestown in the County of Lancaster,
Engineer do hereby declare the nature of this invention to be as follows:-
:-
This invention has for its object a method of and apparatus for coupling wagons
from either side of the wagon instead of having to go in between the buffers to
do it.
I attach to the wagon by means of strap-bearings or otherwise a transverse shaft
below the buffer beam or in other convenient position. This shaft has one or more
cranks to it and a crank handle at one or both ends for working the same. On the
central link of the three links forming the coupling I place in any convenient manner
a sliding block incapable of turning but only of sliding from one end of the link
towards the other and back again. This block carries two wings which, when it is
at its lower end, grasp the end link of the draw chain and hold it firmly straight out
in the same direction as the centre link. I prefer to limit the block to a sliding
motion only by providing it with two projecting side pieces enclosing the sides of
both portions of the link so as to allow of little or no motion relative to the link
except that of longitudinal sliding. This block is linked to the two cranks of the
cross shaft by two pairs of links or their equivalent linked to each other. On this
block also are two projecting pins to which the intermediary links are linked, and
the two pairs of intermediary links are connected with each other by a hinged joint
of any convenient form. I prefer an ordinary bolt with collars and split pins or other
fastening.
The mode of action is as follows:-When the cars come together the block on
the centre link has fallen by gravity to its lowest point and holds the end link
firmly in its grasp so as to allow it only elbow joint motion, the shunter then raises

page_text: the handle and this raisos the centro link with the end link sticking straight out to
any required height so that it rises above the hook. The hook does not stop its rise
as there is nothing to prevent the chain bending at the joint between the centro link
and the first link, but the moment the chain has passed the hook it will stand out
straight and on lowering will fall into the hook. To unhook, the shunter gives
the handle a sharp twitch up, this causes the end link to leave the hook and fly
upwards against the wagon until it passes the centre of gravity, it remains then in
that position until the handle being turned again the link falls down.
Dated this 26th day of June 1888.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool,
Patent Agents for the Applicant.

page_text: In these,
AA are the buffer beams of the railway wagons, and B B the coupling hooks.
CC are the coupling links. Below, the buffer beams A are attached to the vehicles
by means of hangers D, a transverse shaft E having preferably a suitable amount of
transverse play.
Referring first to the coupling apparatus shown on the right hand of the Figures,
the shaft E is provided with cranks F, and crank handles at both ends thereof, so
that the shaft can be worked from either side of the wagon. On the central link of
the three links forming the coupling C, I place a sliding block H, incapable of
turning, but capable of sliding from one end of the link aforesaid towards the other
and back again. The block aforesaid carries two wings h h, which, when the block is
at the lower end of the central link, grasp or support the end link of the draw
chain C and hold it approximately straight out in the same direction as the central
link.
I prefer to limit the block H to a sliding motion by providing it with two projecting
side pieces h', enclosing or partly enclosing the sides of the link so as to allow of
little or no motion relative to the link, except that of longitudinal sliding. The block
is linked to the two cranks F of the cross shaft, by links or connecting rods I K.
L are projecting pins or studs to which the connecting rods I are linked, and the
rods I K are connected with each other by a pivoted joint k. The end of the links K
are fastened to the crank F by bolts and nuts or other suitable fastening. L' is a
stop for preventing the lever I from flying backwards more than a given distance,
when the coupling is sharply moved upward to uncouple. The stop comes in contact
with the end of the draw bar hook B.
The coupling shown on the left hand side of the Figures illustrates a slight modi-
fication in construction. The cranks F¹ on the shaft E are rather longer than the
cranks F, and they are pivoted directly to the connecting rods I, no intermediary
link, such as K, being employed. In other respects the construction of this alternative
coupling is the same as before described.

page_text: The mode of action of the apparatus is as follows:—
When the buffers of the cars or wagons come together, the block on the contre link
of the coupling chains C has fallen by gravity to its lowest position, as illustrated in
the example on the left hand side of the Figures, and holds the end link so as to allow
it an albow joint motion but very little or no sido motion. The shunter then turns one
of the handles G, and this raises the links of the coupling chain C with the ond link
sticking approximately straight out, to any required height, so that it rises above the
draw hook B. The hook does not stop its ascent, as there is nothing to prevent the
chain bending at the joint between the centre link and the first link or shackle, but
the moment the chain has passed the hook, it will stand out straight and on lowering,
will fall into the hook. The shaft E being capable of being moved transversely, the
wagons can be coupled when they stand on a curve.
The Figures show the coupling under tension as it would appear when a train of
vehicles is in motion. To unhook, the buffers of the trucks are brought together, and
the shunter then gives one of the handles Ga sharp twitch up, this causes the end
link to leave the hook Band fly upwards. The handle being released almost
immediately, the coupling descends before the end link has time to drop into the
hook again.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the samo is to be performed, I declare that what 1
claim is.-
1. A coupling apparatus for railway vehicles or the like, in which a block_H
capable of sliding longitudinally upon the central link or its equivalent of the coupling
and provided with two wings h h adapted to hear against the under side of the outer
link and support the same approximately in line with the centre link, is connected by
suitable side links with a crank or cranks carried by a transverse shaft on the end of
the vehicle, whereby the outer and centre links may be raised in an approximately
horizontal position and the former dropped into the draw-bar hook by simply
turning said shaft by means of a handle placed outside the buffers, substantially as
described.
2. In an apparatus for coupling railway wagons and other like vehicles, the com-
bination with the centre or equivalent link of a coupling chain, of a block H capable
of being slid outwards so as to support the und link as described during the act of
coupling the vehicles, and being slid inwards so as to porinit the end link to drop
out of line during the act of uncoupling, substantially as and for the purposo
described.
3. The herein described improvements in coupling apparatus for railway vehicles
and the like, whereby the vehicles may be readily coupled and uncoupled without
going between the buffers, substantially as described and shown in the accompanying
drawings.
Dated this 25th day of March 1889.