IMPROVEMENTS IN COUPLINGS FOR RAILWAY CARRIAGES, TRUCKS, OR OTHER SIMILAR VEHICLES to be as follows :
Year: 1884

page_text: PROVISIONAL SPECIFICATION.
I, THOMAS BOLT, of 6 Blake Street Middlesbrough-on-Tees in the County
of York, Engine Driver, do hereby declare the nature of said invention for
"IMPROVEMENTS IN COUPLINGS FOR RAILWAY CARRIAGES, TRUCKS, OR OTHER
SIMILAR VEHICLES to be as follows :—
"
The object of my invention is to enable automatic coupling to be effected,
whether on a straight line or upon such sharp curves as exist on sidings, without
risk of damage to buffer springs, drawbars or coupling gear by shocks incidental
to coupling up by the locomotive. An important feature consists in connecting
together the buffers, which are of the ordinary description (two at each ond) and
the drawbars, of which I propose to use two at each end (one on each side of the
centre line of present drawbar), by crossbeams and springs in such a manner that
when the two buffers are forced inward the two drawbars are also forced inward,
or that, when one buffer only is forced inward (as when on a curve) the drawbar on
that side only is forced inward, the action of the beams and springs at same timo
forcing outward the opposite buffer and draw-bar so as to cause equal contact and
pressure on both sides. The coupling is effected by means of a rigid projecting bar,
attached to one of the drawbars, and having an "arrow" shaped head which enters
between a pair of hinged jaws, formed on the projecting end of draw-bar on next.
vehicle, by forcing them open, against resisting springs which close the jaws when
the head of the bar has entered. The draw-bar on next vehicle, onop posite side
of centre carries a similar rigid bar, with "arrow" shaped head, entering into a
pair of hinged jaws, on opposite side of centre, to the first named coupling bar.
The object of this arrangement of the "arrow" headed coupling bar and corre-
sponding hinged. Jaws respectively, is to ensure coupling whichever end of one
vehicle-may come next the end of another.
The hinged jaws are enclosed by a "hopper" shaped mouth, the lips of which
guide the bar into the jaws the inner part of which, as also the "arrow" head of
the bar are so shaped, relatively to each other, that they hold with an equal
bearing, whether the vehicles are on a straglit line or on any curve.
The buffer rods are carried back to the opposite ends of a cross beam, working
on a centre pin and the drawbars are carried back to another intermediate cross-
beam, also working on a centro pin, and the ends of which slide freely upon the
71

page_text: buffor rods which are fitted with adjustable nuts in front of the intermediate beam.
Between these two cross-beams, at each end, are the buffer springs and between
the front end of vehicle and the intermediate crossbeam aro the draw springs.
I prefer that these springs be such, and so fitted, as to act both in tension and in
compression.
The operation of the buffers and drawbars will be best described by assuming
that the coupling is being effected upon a curve such as in a siding. The ends of
two vehicles being now forced together by the locomotive, the buffers on insido
radius of the curve will be forced inward, the coupling bar on same side entering
the hinged jaws and after moving a certain space, adjustable by the nuts on buffer
rods, the nut on that side comes against the intermediate crossbeam, tho buffer and
draw springs on that side are compressed against the main and intermediate cross-
bars causing them to recede on that side and to advance on the opposite side, thus,
forcing outward the buffers and drawbars into close contact and coupling the
opposite bar in its corresponding jaws. Should the vehicles come together with
great violence the buffers, closing against their springs, carry inward with them (by
means of the adjustable nuts) the intermediate beam and with it the drawbars
and their coupling appliances preventing injury. For trucks and wagons the
arrangement of springs and cross beams may be modified for cheapness, one spring
only being made to apply both for buffing and drawing, or two springs may be
made to apply for both purposes alternately, the essential feature being that tho
buffers and draw-bars shall act in concert to make close contact on straight line or
on curves and prevent injury to the working parts by the vehicles coming together
with violence, while ensuring automatic coupling nuder any circumstances by the
intervention of cross beams giving compensating action To enable uncoupling to
be performed the springs, which keep the hinged jaws closed, are so arranged that,
by rods and lovers carried to sides of vehicle, they can be withdrawn and the jaws
opened, allowing the "arrow "head of coupling bar to come out, and kept open
when shunting is being done to prevent re-coupling In applying my invention to
existing rolling stock, I propose to utilise the present buffer and draw springs, so
far as they are available to carry out the compensating principle, and also to retain
the present central drawbars (with hooks and chains, or scrow couplings as they
may be fitted) for cases of emergency but the present drawbars will be attached to
the centre of intermediate beam instead of to present hauling spring. To provide
for the application of screw couplings as in passenger trains, I propose to make
the rigid coupling bar so that, by a spring catch on end of drawbar, or similar
contrivance, it can be turned down out of way of screwing up the ordinary
coupling. The object of retaining the present fittings is to render available existing
vehicles and provide for cases of a train being made up of vehicles of different
Railways or of some fitted with my appliances and others not so fitted.
In some cases, as of passenger trains running at high speeds, the vehicles may be
double couplod, that is by the automatic appliances and, in addition, by the centre
screw coupling and thus great steadiness in running will be attained with less
strain and wear upon flanges of the wheels,

page_text: COMPLETE SPECIFICATION.
I THOMAS BOLT of 6 Blake Street Middlesbrough, in the County of York,
Engine Driver do hereby declare the nature of said invention of "IMPROVEMENTS
IN COUPLINGS FOR RAILWAY CARRIAGES, TRUCKS OR OTHER SIMILAR VEHICLES '
to be particularly described and ascertained in and by the following statement :—
"
The object of my invention is to enable automatic coupling to be effected
whether on a straight line or upon such sharp curves as exist on sidings, without
risk of damage to buffer springs, drawbars or coupling gear by shocks incidental to
coupling up by the locomotive. An important feature consists in connecting
together the buffers, which are of the ordinary description (two at each end) and
the drawbars, of which I propose to use two at each end (one on oach side of the
centre line of present drawbar) by cross beams and springs in such a manner that
when the two buffers are forced inward the two drawbars are also forced inward, or
that when one buffer only is forced inward, as when on a curve, the drawbar on that
side only is forced inward the action of the beams and springs at same time forcing
outward the opposite buffer and draw-bar, so as to cause equal contact and pressure
on both sides. The coupling is effected by means of a rigid projecting bar (attached
to one of the drawbars) and having an arrow shaped or barbed head which enters
between a pair of hinged jaws, or under a sliding or hinged "pawl," formed on the
projecting end of drawbar on next vehicle, by forcing them open or raising them
against resisting springs which close the jaws or "pawls" when the head of the bar
has entered. The drawbar on next vehicle on opposite side of centre carries a similar
rigid bar with arrow shaped or barbed head entering into a pair of jaws or under
"pawls," on opposite side of centro to the first named coupling bar. The object of
this arrangement of the arrow headed or barbed coupling bar and corresponding
hinged jaws or "pawls" respectively, is to ensure coupling whichever end of one
vehicle may come next the end of another.
The hinged jaws or "pawls" are enclosed by a hopper shaped mouth the lips of
which guide the bar into the jaws or under the "pawls" the inner parts of which,
as also the arrow shaped or barbed head of the bar, are so shaped, relatively to each
other, that they hold, with an equal bearing, whether the vehicles are on a straight
line or on any curve. The buffer-rods are carried back to the opposite ends of a
crossbeam, working on a centro pin, and the drawbars are carried back to another
intermediate cross beam, also working on a centre pin and the ends of which slide
freely upon the buffer rods which are fitted with adjustable nuts in front of the
intermediate beam. Between these two crossbeams at each end are the buffer
springs and between the front end of vehicle and the intermediate cross beam are
the draw springs. I prefer that these springs be such and so fitted as will act both
n tension and in compression.
The operation of the buffers and draw-bars will be best described by assuming
hat the coupling is being effected upon a curve, such as in a siding. The ends of
wo vehicles being now forced together by the locomotive the buffors on inside

page_text: radius of the curve will be forced inward, the coupling bar on same side entering
the hinged jaws or under the “pawls" and after moving a certain space (adjustable
by the nuts on buffer rods) the nut on that side comes against the intermediate
crossbeam, the buffer and draw springs on that side are compressed against the
main and intermediate crossbeans, causing them to recede on that side and to
advance on the opposite side thus forcing outward the buffers and drawbars into
close contact and coupling the opposite bar in its corresponding jaws. Should the
vehicles come together, with great violence the buffers, closing against their springs,
carry inward with them the intermediate beam and with it the draw-bars and their
coupling appliances preventing injury. For Trucks and Wagons the arrangement
of springs and crossbeams may be modified for cheapness one spring only being
made to apply both for buffing and drawing or two springs may be made to apply
for both purposes alternately the essential feature being that the buffers and draw-
bars shall act in concert, to make close contact on straight line or on curves and
prevent injury to the working parts by the vehicles coming together with violence,
while ensuring automatic coupling under any circumstances by the intervention of
crossheams giving compensating action. To enable uncoupling to be performed the
springs, which keep the hinged jaws or the "pawls" closed, aro so arranged that by
rods and levers carried to sides of vehicle at each end they can be withdrawn and
the jaws opened allowing the arrow shaped or barbed head of coupling bar to come
out and kept open, when shunting is being done, to prevent recoupling. In applying
my invention to existing rolling stock I propose to utilise the present buffer and
draw springs, so far as they are available, to carry out the compensating principle
and also, especially on passenger carriages, to retain the present central draw bars
with hooks and screw links for cases of emergency, such as making up trains
consisting of vehicles of differer railways and to provide for the application of
such screw couplings I propose to make the rigid coupling bar so that by a spring
eatch on end of drawbar or similar contrivance, it can be turned down out of way
of screwing up the ordinary coupling.
The object of retaining the present fittings is to render availablo existing vehicles
and provide for cases of a train being made up of vehicles of different Railways or
of some fitted with my appliances and others not so fitted.
In some cases, as of passenger trains running at high speeds, the vehicles may be
double coupled that is by the automatic appliances and in addition, by the centre
screw coupling and thus great steadiness in running will be attained with less
strain and wear upon the flanges of wheels.
I will now proceed to more fully explain and illustrate by drawings the various
features of my invention as described in the preceding specification but I desiro it
to be clearly understood that although I consider the methods shewn of carrying out
the principle of combined and compensating buffers and draw bars is practical and
efficient, I do not confine myself to these methods as to the application of the buffer
beams and springs and tho draw bar beams and springs in their relations to each
other Again as to the automatic coupling appliances I do not confine myself to
the use of a rigid bar, as a link may be used if preferred (with the required
modifications of the automatic gear to engage it) in combination with the combined
compensating buffer and draw bar apparatus of my invention.
DESCRIPTION OF DRAWINGS.
The accompanying drawings illustrate various methods of carrying my invention
into practical operation both as to the combined compensating buffer and draw bar
principle and the automatic coupling apparatus.
On Sheet 1. Figure 1. is a plan of the frame of an ordinary railway truck fitted
with my invention in nearly similar manner at both ends and Figure 2 is a section
through centre line A B of Figure 1. .Figures 3 and 4 shew each one end of
a truck fitted with my invention in modified forms, as to the combined and

page_text: the trucks standing on a straight line of rails. Figure 5 shews the ends of two
trucks standing on a curve such as on a siding to illustrate the compensating action
of the buffer springs and draw bar beams.
On Figures 1, and 2, A. A are the buffer rods attached to the ends of elliptica!
springs B B and guided in cross stays of frames. The centre box C of each spring
is fitted with trunnions which, working in bearings, allow it to swing like a beam.
On one end of the truck a volute spring D is shewn between the centre box and
the cross stay to receive any extremely violent shock and relieve the main spring,
but I do not apprehend that this will be found a necessary fitting, and the other
end is shewn with a plain attachment of the box C to the cross stay by means of
a double eye bolted thereto.
The draw-bar beams E E are fitted freely on pins in double eyes, which are
secured to the buffer beams F F preferably being part of the original centre draw
bars GG which are thus available when required. The draw bars which form
part of my invention are H. H and are attached, one at each side of centre, to
beams E E between which and the buffer beams they work in spiral or volute
springs J. J. and project through the buffer beams to take the automatic coupling
apparatus to be hereafter described. The outer ends of beams E E have eyes
formed in them through which the buffer rods A A pass freely being screwed at
those parts to receive nuts K K which can be adjusted so as to allow a fixed
amount of movement to the buffer springs without affecting the ends of beams E E;
but in case of the buffers being violently forced inward these nuts carry back the
beains and with them the draw-bars and coupling appliances preventing injury to
those working parts. One end of the truck shews the centre of buffer spring C
and the centre of draw bar beam E connected together by a bridle link or double
strap S so that they work together in traction the buffer spring C dividing the
hauling strain with the draw springs J J.
The automatic coupling is effected as follows-
The end of each truck or vehicle has one draw-bar fitted with a coupling box L
and the other draw-bar with a rigid coupling bar M having a double or single
barbed head. Thus the coupling box L on one truck is opposite the coupling bar M
on the next and when the trucks are forced together the barbed head enters the
mouth of the coupling box and automatically engages by opening a spring jaw or
jaws which close against the barbed ends and hold them securely. When uncoupling
is required the spring jaw or jaws are opened, against the pressure of their springs,
by suitable weigh bars and handgear brought to the outside of ends of each
truck, so that a man can work it to uncouple from either side and release the
coupling bars M of two adjacent trucks at once and they can be kept from
automatically coupling by simple fixing gear while shunting is being done, but
being released become at once automatic. The details of this automatic coupling
and hand uncoupling mechanism are fully shewn on Sheet 2.
On Figure 3, the buffer rods A A are attached, instead of to an elliptical spring,
to the ends of a compensating beam B swinging on a centre which may be
connected by a bridle strap S. in which it swings on trunnions, to the draw bar:
beam E (as shewn on Figure 4) which, with the draw bars H H springs.J J and
centre draw bar are the same as in Figure 1. The ends or points near the ends of
the beam B are connected to volute or spiral springs C bolted to the cross stay.
Figure 4, shews another modification of the compensating buffer beam B in
which, instead of the two volute or spiral springs C. C. at or near each end, one
spring C only is used the other parts being, in arrangement and construction, the.
same as previously described with reference to Figures 1 and 3.
'
I will now proceed to describe the combined and compensating actions of the
buffers and draw bars which are brought into operation in working on a curve and.
which I consider the chief feature of my invention.
Figure 5, shews the ends of two trucks on a curve such as will be met with on
sidings. On coming together the two buffers, on inside of curve come first into:
contact and are forced inward their rods A A acting on one end of the springs B. B¹.

page_text: causing those ends to swing backward on their centre trunnions while the other
ends swing forward and force out the buffer rod A¹-A' attached to them, till the
buffers are in close contact as shewn, and the shock is now communicated equally
through the buffers on both sides to the buffing spring B B¹.
It will be seen that while this takes place with the buffing mechanism the
adjustable nuts K K on buffer rods A A come into contact with one end of the
draw bar beams E E' carrying those onds inward and the opposite ends outward
the two draw bars H H being thus pulled inward and the other two H' H³, on
opposite side of centre being forced outward. The automatic coupling of the two
barbed bars M M within the jaws of coupling boxes L L' is thus effected simulta- 1
neously and without unequal shock or strain.
On Sheet 2. are shown different forms of automatic coupling mechanism which
I propose to use in connection with my invention with the hand gear by which
uncoupling may be effected.
On Figures 1. 2. and 3. A is the end of draw bar, B the coupling box with 1
tapered mouth and fitted with two jaws C. C. working on pins D. D. on the outer
ends of which are short arms E E connected to a rod F which works through a spring G
tending always to close the jaws C. C. as shewn. H is the double barbed head
of the rigid coupling bar J which has forced back the jaws in entering between
them and is now socurely held by them. When required to be uncoupled the rod F 2
is pulled back against the action of spring G by an arm K on a weighbar L across
end of truck worked by a hand lever on either side with means for holding it
and keeping the jaws open while shunting but being released the action of spring
instantly closes the jaws ready for automatic coupling.
Figures 4. 5. and G. shew another form in which A is the end of draw bar. B the 2
coupling box fitted with a rising and falling single "pawl" C. working on a pin D
on end of a vertical rod E by which it can be lifted clear of the barbed end of
coupling bar H when uncoupling is required. G is a spring, tending always to
force the "pawl" C down, against which the tapered end of the coupling bar H,
acting on the inclined face of "pawl" in entering, raises it until the barbed head 3
has passed in when it is securely coupled.
Figures. 7. 8. and 9. shew another modification with a double barbed head
on coupling bar H which in entering pushes back a double jawed hinged
"pawl" C (which may be fitted with a spring behind it) into position shewn by
dotted lines and the barbs having passed inward the "pawl" falls back and the 3
coupling bar is secured. The "pawl" C is kept down by a spring G against which
it is raised by the rod E when uncoupling is required.
Figures 10. and 11. shew on a smaller scale one end of a truck with the hand
gear to work the uncoupling apparatus shewn by Figures 1. 2. and 3. consisting
of a weighbar A across end of truck working in brackets B a short vertical arm C.
which takes hold of end of rod F (Figure 1 Sheet 2), on the two outer ends of
weighbar A aro bandles D which being pulled in direction of arrow the jaws open
and release the coupling bar and can be held open till automatic coupling is again
required.
Figures 12. and 13. shew one end of a truck with hand gear to work the 4
uncoupling apparatus shewn by Figures 4. 5. and 6. and Figures 7. 8. and 9.
consisting of a weigh bar A across end of truck working in brackets B a short
horizontal arm C. which takes hold of the vertical rod E (Figures 4. and 7.) D or D¹
are handles on each outer end of weighbar which being worked in direction of
arrow raise the "pawls" and release the coupling bar and if necessary keep the 5
pawls raised till automatic coupling is again to operate.
Various modifications may be made in the details of construction of the coupling
apparatus and in the gear for uncoupling but the figures illustrate what, after
careful thought, I consider best adapted for use in connection with the other
feature of my invention though the automatic coupling box and bar may be applied 5
to railway trucks and vehicles without reference to the combined compensating
buffer and draw bar mechanism,

page_text: 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
First. In railway carriages, trucks, or other similar vehicles connecting the buffer
rods, either direct to a buffing spring which works in the manner of a beam on its
centre, or to a beam which acts upon the buffer springs so as to give a compensating
action to the buffers, with or without connection between the buffers and draw-bar
or bars; and connecting double draw bars to the buffer rods by a beam through
which the compensating action of the buffers is transmitted to the draw-bars, with
special reference to equalising the action of the buffers and draw bars upon curves
substantially as shewn and described.
Second. For automatic coupling of railway carriages, trucks or other similar
vehicles, with special reference to vehicles fitted with my compensating buffer and
draw-bar apparatus (or either of them), but applicable also to vehicles not so fitted,
the automatic coupling apparatus comprising a rigid coupling bar with a barbed
head entering between spring jaws or under a sliding or hinged spring "pawl"-
catch, and means for uncoupling, arranged and operating substantially as shewn
and described.
Third The combination of buffers and draw bars acting through compensating
beams with automatic coupling apparatus and means for uncoupling arranged
constructed and operating substantially as shewn and described.
Dated this twenty seventh day of February 1885.
Witness:
T. J. DANSON, F. Inst. P.A.,
Consulting Engineer & Patent Agent,
Newcastle-upon-Tync.
THOMAS BOLT.