COUPLING RAILWAY VEHICLES
Year: 1886

page_text: ROBERT COOKE SAYER 3 Summer Hill Villas, Maindee Newport, Monmouthshire,
Civil Engineer, do hereby declare the nature of my invention for COUPLING
RAILWAY VEHICLES to be as follows:-
See Drawing No. 1 which shows the system adapted to the usual welded three
link Couplings where Figs. Nos 1 and 2 represent parts of the vehicle showing
the Couplings attached in longitudinal section and end elevation respectively.
A is the frame and A the buffers. A transverse rod or tube H is fixed at each
end of the vehicles with handles F on each side and is carried by the bearings L:
in the centre it has keyed or fixed upon it the looped arm J formed of slotted
tubeing in each of the tubes a secondary arm J* is fitted so as to readily slide in
and out and is shown in sectional detail at Fig. 3, they are formed so that the
Coupling links Z may rest upon them and thus be raised when required: a bolt.is
passed through J at the end of its arms to prevent J* falling out and connect the
slotted portions together: K is a steel spring plate washer to take the fall of J:
upon the nose of the usual hook Y is secured a link connecting a pair of small
flexible metal ropes Qwhich are lead over the sheaves O and C each side of the
truck and is connected to the handle C³.
The mode of Coupling is as follows vis:—
By handle F raise J and J' and with them the coupling link Z to a horizontal
position and await the approach of the vehicle to be coupled up, should it be on a
sharp curve push F and consequently H, J, J* & Z over to the convex side of the
curve proportionately to its sharpness and throw the last link Z over the
approaching hook Y and at once lower J &c by F, but should it come in contact
with the truck J will merely be driven into J and when let go will fall again.
The mode of uncoupling is as follows viz :-
1st Drive down the handle C which will strain up the ropes Q and raise the
link Z resting upon the hook Y and it will slip off.
2nd Part the trucks, raise J by F and lift the links from the hook as the trucks
approach again.

page_text: For those vehicles having their Couplings formed of several links for the purpose
of coupling them together with the couplings of each for greater security in cases
of heavy work it is intended to abandon the welded links and substitute the metal
wire loops B see Drawing No 2 where Figs. Nos 1, 2 and 3 represent parts of the
vehicle showing the Couplings &o in longitudinal section, plan and end elevation
respectively A being the frame and A³ the buffers: for this purpose the draw-bar D
for a portion of its length is in two forming a slot at D' for the loop shackle D° to
travel in longitudinally and when at the end comes in contact with that portion
of the draw-bar attached to the hook Y but is drawn back again by the springs S
or would be driven back in those cases where S is not applied: S' is the usual
conical spring. As in the former case No 1 a transverse tube H is fixed at each
end having handles F looped links J (formed of bar iron) and bearings L: it also
has cast upon it the square portions H³, and the diminutive drum H³: the bearings
of J are square so that upon H being pushed or pulled over by F to stop (formed
of sides of H' and L forms stops to prevent J from travelling) H³ will engage
into J as a clutch and enable it to be raised by turning F: hook Y has fixed to
its nose the pair of flexible metal ropes Q which similarly to No 1 passes over
sheaves C and C which, are united after passing through the casting 04 and
attached to the handle C: the end of loop B is formed of an iron or steel rams-
horn head B and its width is such as to allow of Coupling upon sharp curves:
H' is a piece of spring steel to keep H in its place. At Fig. No 1: E' shows the
farthest position the ropes B have necessarily to be hauled out to, and B° and Jo
dotted show the position of the looped rope B and guide loop J when coupling :
✗ is a protection (if required) in the case of those trucks that carry coals &c for
transhipping.
The mode of Coupling is as follows vis:-
Turn the handle and with it the drum H³ about once, which draws out B by
means of the metal rope E, push F over to stop and raise J to elevate B sufficiently
for it to take upon and between the hook Y and nose of C4 of the approaching
vehicle which will guide it behind the hook Y, pull back F and let it go when
S will draw the loop B tight.
The mode of uncoupling is as follows viz :—
Buff up the trucks and raise the handle C³, which will strain up the ropes Q
and thus raise the loop B* resting upon the hook Y and it will spring off.
For those Vehicles requireing tight Couplings the system is adapted and shown
on Drawing No. 3 where Figs. Nos 1, 2 and 3 represent parts of a main line iron
framed passenger coach, showing the Couplings &c in longitudinal section, plan,
and end elevation respectively, A being the frame and A' the buffers: for this
purpose the draw-bar D is divided, being carried by the connecting link bolts D'
and baving a cross bar D³ connected with them that carries the screw bolt D* the
nut D is keyed on to this bolt D' and allows D' to revolve loosely: D' passing
through the frame has a small pinion attached to it and is actuated by the worm H³
fixed upon the transverse tabe H, which is carried by the bearings L and caused to
revolve similarly to foregoing systems; 1 & 2, by turning handle F: H also carries
the square parts or clutches H³.
d
D also carries the book Y with its guide Y which has connected to it: the
flexible wire rope Q (worked by handle Q³) and is fitted with a thread which
upon D* being revolved causes it to travel forwards or backwards, the metal wire
loop B is attached to Y by the trunnions and hangs vertically: the bar iron loop J
is carried by H, its bearings form part of the clutches mentioned and is made to
travel transversely upon pulling the handle J causing it to take into the clutches
and is drawn back again by the piece of spring steel J*: H is carried by the
bearings Land B° and Jo show mode of coupling at Fig. No 1.
The mode of Coupling is as follows viz:-
Run out Y by turning F (if not already out) pull over J³ and pass a pin or bolt
through it, and raise J by turning F and by it raise and guide the rope loop B

page_text: over the hook Y of the approaching vehicle, let go F and slip the bolt out of J³ and
screw up B tight by turning F.
The mode of uncoupling is as follows viz:-
Run out Y and pull down Q, buff up if required and it will be uncoupled and
ready for coupling again.
-
It is worked from each side of the coach.
For those Vehicles requiring tight Couplings and not having buffers sufficiently
long for Y to travel it is intended to adopt the system shown on Drawing No 3 at
Figs. Nos 4 and 5 in longitudinal section and plan, where the pinion H³, hook Y,
and wire loop B are separately carried on the screw bolt D': D is here in two the
one part travelling inside the other, the former of which carries the wire loop B
at its end Y2 is carried by the frame A also separately; the working is precisely
as before except that the worm H* being actuated by F causes the bolt D' to travel
instead of the hook Y, and when out sufficiently far is adjusted to the hook upon
the other vehicle by J being raised.

page_text: ROBERT COOKE SAYER 3 Summer Hill Villas, Maindee Newport, Monmouthshire,
Civil Engineer do hereby declare the nature of my invention for COUPLING AND
UNCOUPLING RAILWAY VEHICLES and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:-
See Drawing No 1 which shows the system adapted to the usual welded three
link couplings where Figa. Nos 1 and 2 represent parts of the Vehicle showing the
Couplings attached in longitudinal section and end elevation respectively. A' is
the frame and A the buffers: a transverse rod or tube H is fixed at each end of the
Vehicles with handles F on each side and is carried by the bearings L: in the
centre it has keyed or fixed upon it the looped arm J formed of slotted tubeing:
in each of the tubes a secondary arm J* is fitted so as to readily slide in and out
and is shown in sectional detail at Fig. 3, they are formed so that the coupling
links Z may rest upon them and be raised when required: a bolt is passed
through J at the end of its arms to prevent Js falling through and connect the
slotted portions together.
Upon the nose of the usual hook Y is secured the links connecting a pair of
flexible metal ropes Q which are lead over the sheaves C and C to each side of the
truck and is connected to the sheaveheaded handle C³.
The mode of Coupling is as follows viz:-
By handle F raise J and J' and with them the coupling links Z to a horizontal
position and await the approach of the Vehicle to be coupled up, should it be on a
sharp curve push F and consequently H, J and Z over to the convex side of the
curve proportionately to its sharpness and throw the last link Z over the
approaching hook Y and at once lower J &c by F but should it come in contact
with the Vehicle J' will merely be driven into J and when let go will fall.
The mode of uncoupling is as follows:-
1st Drive down the handle C" which will strain up the ropes Q and thus raise
the link Z resting upon the hook Y and it will slip off.
2nd Part the Vehicles, raise J by F and lift the links from the hook as they
approach again.
For those vehicles having their Couplings formed of several small links for the
purpose of coupling them together with the Couplings of each for greater security
in cases of heavy work it is intended to abandon the welded links and substitute
the metal wire loop B, see Drawing No 2 attached hereto where Figs, 1. 2 & 3
represent parts of the vehicle showing the couplings &c in longitudinal section,
plan and end elevation respectively. A is the frame. A° the buffers, for this
purpose the draw-bar D has shoulders formed upon it at D' for the loop shackle Do
to take against at the end of its travel upon the bar D: the spring S draws the
shackle and loop back again. As in the case No 1 a transverse tube H is fixed at
each end having handles F, looped links J, and bearings Land Lª: J is cast upon H

page_text: and remains rigid, and has forming a part of it the two cogs H, & the excentric
fusee H as shown and so arranged that when the spring S acts the most power-
fully the leverage upon raising F is the least. (Fig. 3 shows J as if it were
vertical).
The bearings L, L have a branch H upon them in which is formed a counter
part of the cap H and in which they work: the bearings themselves are formed
eliptically as shown to allow H to advance when H enters H', the smaller
bearings L' are also provided for this motion, the outer end of the elipse is depressed
except in cases where the spring S is not used when it is raised.
Hook Y has fixed to its nose the pair of flexible metal ropes
which similarly
to No 1 passes over the sheaves C being united at the casting C and attached to
the handle C which is formed with a sheave head.
The end of loop B is formed with a metal head B and its width is such as to
allow of coupling upon sharp curves.
E is a metal rope or band of steel.
The mode of coupling is as follows :-
Raise the handle F to stop when it, & also H³ and B' take the respective
positions as dotted, H' having entered H, and they are retained in their place:
upon the vehicles meeting B is guided behind the book by C and being thrust
back F is pulled over and H forced out of H
To uncouple raise the handle C³.
For those vehicles requireing tight couplings, and where there is not room other-
wise in consequence of the transverse buffer spring, the system is adapted and
shown on Drawing No 3 where Figa. Nos 1, 2 & 3 represent parts of the vehicle
showing the couplings in longitudinal section, plan, and end elevation respectively:
A being the frame A' the buffers: for this purpose the draw bar D is divided,
being carried by the connecting link bolts D' and having a cross bar D³ connecting
them that carries the screw bolt D', the nut D³ is keyed on to this bolt D' and
allows D to revolve loosely: D passing through the frame A has a small pinion
attached to it, it is actuated by the worm H³ fixed upon the transverse tube H
which is carried by the bearings L and caused to revolve by turning handle F:
H also carries the square parts or clutches H': the hook Y has attached to its nose
the ropes Q the bolt of the hook Y is threaded to screw into D' by which it is
carried, so that as F is revolved the pinion is turned and with it D' and thus
thrusts forward or backward the hook Y: Y also carries the metal rope loop B as
shown, and it has the connecting links Y attaching it to H and travels with it as
the spring gives: J is carried by H and its square bearings form part of the
clutches and can pass over H' on either side upon pulling J³, the spring J' drawing
it back. The bearings L are as shown forming slots for H and its brasses to travel
in and allow for the play of the buffer spring.
:
The mode of coupling is as follows:-
Turn F and so draw out hook Y, tighten up J³ for J to take into the clutches,
raise J (by turning F) so as to take over the hook of the approaching vehicle, then
tighten up by turning F the reverse way. To uncouple, slacken out and draw up
handle Cas before.
In those cases where there is room it is intended to adopt the system shown on
Drawing No 2 with the addition of having a portion of the draw-bar D threaded
and carrying a continuous pinion (proportionate in length to the amount of play of
the loop B to be drawn up) a transverse rod reaching across the vehicle having
handles each side for rotating it is to carry a worm similar to H³ (Drawing No 3)
for turning the continuous pinion, so that as the pinion is turned it travels along
the threaded portion of the draw-bar and does not leave the worm, the cogs of the
pinion being continuous: no spring at S is required.
Thus when it has to be coupled the continuous pinion is sufficiently far away
from Dº for the play required, and when coupled (as explained) by turning one of
the handles carrying the worm working the continuous pinion it will drive up the
shackle D° and so tighten up the couplings.

page_text: See Drawing No 2 Figs. 4 and 5 which show in transverse section and plan
respectively parts of the frame of the Vehicle A and the coupling metal wire
loop B C is the transverse rod carrying the worm G and handles F: E is the
continuous pinion which is caused to revolve by G and as it revolves (being
threaded and working upon the draw-bar D) it travels along D and meeting the
shackle D° (which travels upon the top of the threads of D) it drives it along
and so tightens up the coupling the worm having no motion except that of
revolution.
Thus the vehicle is coupled automatically after raising F (Figs. 1 and 3) and
upon turning F (Figs. 4 and 5) it is tightened up.
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,
.
1st The mode of coupling Railway Vehicles carrying the usual three link
couplings with the arrangement shown on Drawing No 1 and described.
2nd The substitution of metal wire rope couplings in lieu of the several small link
couplings by which the two couplings may at present be used, with the arrangement
shown on Drawing No 2 and described:
3rd The mode of tight coupling and screwing up by means of a worm and
pinion, where a very small space is available as shown on Drawing No 3 and
described.
4th The mode of screwing up tight by means of a worm and continuous pinion
under the body of the vehicle, and applicable to the system of coupling as shown
on Drawing No 2 and described.
5th The mode of uncoupling by means of a metal rope or chain passing over
sheaves and applicable to all hooks as shown and described.