Improvements in Automatic Couplings for Railway Coaches, Trucks, Wagons and like Vehicles.
Year: 1891

page_text: Date of Application, 27th Jan., 1891-Accepted, 7th Mar., 1891
COMPLETE SPECIFICATION.
Improvements in Automatic Couplings for Railway Coaches, Trucks,
Wagons and like Vehicles.
I, OTTO FLOUR, of 557, Masten Street, Buffalo, in the County of Eric and
State of New York, United States of America, Mechanical Engineer, do hereby
declare the nature of my invention for IMPROVEMENTS IN AUTOMATIC COUPLINGS
FOR RAILWAY COACHES, TRUCKS, WAGONS AND LIKE VEHICLES, and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement :-
The object of this my invention is to provide coupling devices whereby two
vehicles fitted with the same can be automatically coupled together simply by being
brought into contact with each other; also means whereby the turning of a crank
or other mechanical action performed from the side or top of the vehicle serves not
only to release the coupling, but also causes the device to be automatically thrown
open in readiness for use again.
My improvements relate particularly to that class of couplers having a horizon-
tally swinging coupling jaw and a horizontally swinging locking pawl for holding
the jaw in the closed position, these couplers being known as the Janney type. In
such couplers, it has been customary to provide springs or inclines for throwing the
coupling jaw to the open position, and holding it there in position for engagement.
with an adjacent coupler, and it has also been usual to provide similar means for
These couplers
throwing the lock into position for locking the jaw when closed.
have been unsatisfactory, in that the means employed could not always be relied on
to shift the parts to the desired positions, as at times friction would prevent the
desired movement of the parts, and at other times the inertia of the parts would be
so great as to prevent their movement to the proper positions. This is particularly
the case where inclines are provided on the coupling head for shifting the coupling
arm and its lock.
Attempts have been made to remedy these well known defects by pivoting the
jaw on an inclined axis so that by its own weight it tends to swing outward, and
this while in theory overcoming the disadvantages of springs and gravity inclines,
and enabling the jaw and head to be cheaply made witli smooth working or pivotal
surfaces, has as heretofore proposed involved the serious disadvantages of weakening
the coupling head and introducing unequal and oblique strains, throwing greater
strain on the coupling jaw and leaving it less protected by the head.
My invention aims to overcome these defects, to render the coupler certain and
positive in its action, to avoid the necessity of using inclines or springs for shifting
the parts, to provide means for strengthening parts of the coupler now liable to
fracture, and generally to enable an automatic coupling device to be manufactured
at a low cost.
To this end in carrying out my invention I construct the coupler with provisions
actuated in connection with one of its moving parts for imparting motion to other
of its parts. These provisions in their preferred form consist of a swinging lever
fulcrumed in the draw head and projecting into the patlis of the travel of the
coupling jaw and its lock, and constructed when the lock is moved to be actuated
thereby and swing said jaw, and when the jaw is moved to be actuated thereby and
operate said lock. This provision insures the correct relative movement of the jaw
and lock, and is capable of use either with a coupler having inclines or other means
for shifting the parts, or with one in which the parts are passive, in which case this
swinging lever alone will serve to move the parts to their desired positions. Being
used with a swinging locking pawl, one end of the operating lever takes behind this

page_text: pawl, and the other end projects behind the locking arm of the coupling jaw, the
parts being so proportioned that as the pawl is withdrawn from the locking position
it strikes the end of the lever thereby tilting it on its axis and causing its other end
to move towards the locking arm of the coupling jaw and forcibly swing the latter
outwardly. As the coupling jaw is turned back in coupling, its locking arm forces
back the adjacent arm of the lever, thereby tilting it until its other arm pushes the
locking pawl into the locked position. By these means a positive relative move-
ment of the coupling jaw and locking pawl is secured.
My invention also constitutes an improvement in couplers heretofore, proposed
wherein the pivotal axis of the coupling jaw is inclined to impart to it a tendency
to swing outwardly. This improvement consists in forming the arm or horn of the
bifurcated head to which the jaw is pivoted with its exterior faces vertical and con-
sequently eccentric to the inclined pivotal axis, as distinguished from forming them
inclined and concentric with said axis. I form the outer face of the coupling jaw to
assume a vertical position when coupled and the exterior of the horn of the head is
made also vertical and coincidently joining the face of the jaw, so that this horn on
striking the abutting face of the opposite coupler will receive the strain thereof
equally from top to bottom, and protect the coupling jaw in great part from strain,
thus avoiding all unequal or oblique strains which are liable to fracture the coupler
when two vehicles come together with considerable impact, and protecting the
coupling jaw and its pivotal pin from strains or shocks for which their construction
and dimensions necessarily unfit them.
It has also been customary in couplers of this class wherein a pivoted locking
pawl is employed for locking the coupling jaw, to either press this pawl into the
locked position by a spring or to mount it upon rising and falling inclines, so that
as it is retracted from the locked position it mounts these inclines, and when released
it automatically swings back to the locked position by descending the inclines.
Both springs and inclines thus applied are subject to the same objections and to
nearly the same extent as when applied to the coupling jaw. I overcome these
objections by mounting the locking pawl also upon an inclined pivotal axis, so that
by reason of the inclination of this axis it tends to swing toward the locked
position. It is consequently rendered seft-acting by virtue of its own construction
and arrangement and irrespective of any extraneous tension such as springs or
inclined cam-faces.
The pawl is operated by means of a chain which passes through a slot in the
upper side of the draw-head, and in order to minimize the friction produced in
pulling the pawl upward in an inclined direction I make the said slot of an elongated
shape, so arranged that it allows ample space for the free passage of the chain. To
the end that the aforesaid elongated slot or aperture may not form an entrance to
admit dust or other foreign matter to the working parts of the coupler I provide a
dust cover or stopper to close the said aperture. This stopper may be attached to
the chain and actuated with its movement.
Further improvements incorporated with and forming part of my invention
consist in reinforcing or strengthening the guiding horn of the coupler; also in
improving the construction of the fastening portion of the coupler, to facilitate the
operation of applying it to and removing it from its position, and to strengthen its
connection with the vehicle.
In order that my invention may be more readily understood and explained in
detail, I have hereunto annexed sheets of drawings, on which corresponding letters
and figures of reference are marked on all the figs. alike.
In the drawings:
Fig. 1 is a plan view embodying my invention.
Fig. 2 is a central longitudinal view of a draw-head showing position when
coupled.
Fig. 3 is a vertical longitudinal section showing the manner of applying the dust
proof cover.
Fig. 4 is a horizontal section of a coupler showing the inclined pivots carrying

page_text: UITC HGAT
with it being shown in dotted lines.
Fig. 5 is a similar section showing the coupler in the uncoupled position.
Fig. 6 is a vertical section cut in general on the line 3 3 in Fig. 5 and looking
toward the middle of the coupler.
Fig. 7 is a vertical section looking from the opposite side cut in general as
denoted by the line 44 in Fig. 5.
Fig. 8 is a horizontal section of the coupling jaw in plane of the line 5 5 in
Fig. 7.
Fig. 9 is an elevation thereof in the direction of the arrow 6 in Fig. 8.
Fig. 10 illustrates a modified construction the view being cut in the same plane
as Fig. 7.
Fig. 11 is a plan of the construction of couplers, shown in Fig. 10.
Fig. 12 is,a longitudinal section in the same general plane as Fig. 6, and showing
a further modification.
Fig. 13 is a vertical section of a tender coupler, showing form of fastening to
buffer beam.
Fig. 14 is a side elevation of the coupler.
Fig. 15 is a vertical section of a coupler, the jaw being in the locked position
and showing the elongated slot in the upper wall of the draw-head.
Fig. 16 is a front elevation of the locking pawl removed.
In the figures:
A represents the coupling head, B the coupling jaw pivoted therein, and C the
locking pawl for locking the jaw B. The head A may be constructed in any of
the well known forms, that shown having the usual forward recess a enclosed by
the guide-horn at one side and the jaw carrier c at the other side. The coupling
jaw B is pivoted in the head A. at d and consists of the coupling arm e and the
locking arm, the latter swinging within the head A when in the closed position
and being locked by the pawl C. The jaw B has a recess or cavity in the rear
side of the locking arm. The pawl or other lock C is fulcrumed in the draw-
head at h, and swings horizontally toward and from the arm of the jaw B, having
on its outer end a locking face which engages with the end of the locking arm
of the jaw when the parts are in the coupled position. The operating chain D is
connected to the pawl for withdrawing it from engagement with the arm /
As thus far described, the parts are of the usual construction with the exceptions
of the provisions heretofore made for throwing the pawl into the locked position
and the jaw into the open position, the use of these being optional with my
invention.
According to my invention provisions are supplied for swinging the jaw into the
open position when its lock is withdrawn, and for swinging the lock into engage-
ment with the jaw, these provisions being preferably actuated by the operation of
ne of said parts, and being constructed to insure the positive relative movement
of the parts during the locking and unlocking operations.
In their simplest and preferred form, these provisions consist of a lever E
fulcrumed on the draw-head at j, and having arins & and 1, the former projecting
into the path of the locking arm of the jaw B, and the latter into the path of
swing of the lock or pawl C. The arm k projects in the rear of the locking
arm and preferably enters the cavity in the rear side thereof. The arm
projects in the rear of the pawl C and works against the back wall thereof.
Provision is made for limiting the swing of the lever E on its fulcrum, abutting
shoulders being preferably formed on the lever and the coupling head for this
purpose. In the construction shown, a lug m is formed on the hub of the lever E,
which lug abuts against the inner wall n of the head A.
The lever E and the adjacent faces of the jaw B and pawl C are so constructed
that when the coupler is in the coupled position the arm of the lever lies between
the locking arm of the jaw and the side wall of the coupling head, and the arm!
of the lever lies behind the locking pawl C. (See Fig. 2.) When in the uncoupled

page_text: position the arm & projects out into the path of the locking arm, and the arm
is swung back towards the shank of the coupler and rests against the rear wall
of the pawl C while the latter is in the uncoupled position. (See Fig. 1.)
The pawl C is preferably constructed with a recesso in its upper side, within
which is the eye o' to which the chain or equivalent flexible connection D is attached.
The chain D passes out through an elongated slot in the upper wall of the
draw-head, and serves to operate the pawl C when it is desired to release the
jaw B.
The elongated slot F is formed to uncover the path traversed by
the point of attachment of the chain D to the pawl C during the swinging of
the pawl, whereby when the chain is pulled in order to unlock the pawl, the
tension exerted is transmitted directly to the pawl throughout its swinging move-
ment, and friction of the chain against the slot F is avoided.
In order to prevent the entrance of dust through the slot F. I provide a cover or
stopper over this slot. The cover is preferably fixed to the chain D above the
casing, and is so constructed that when the pawl C is in the locked position the
cover will cover the slot F, and when the chain D is pulled to uncouple the coupler,
the cover will be moved away from the slot F until the chain D is released,
whereupon it will again seat itself over the hole and close the latter.
Referring to Figs. 4 to 7 it will be seen that the axial pin d on which the coupling
jaw is pivoted is arranged on a suitable inclination from the vertical. It is pre-
Terably inclined forward as shown best in Figs. 4 and 5, its axis being coincident
with a longitudinal plane, but this is not essential. By reason of the projection of
the arms e and of the coupling jaw approximately at right angles to one another,
the centre of gravity of the jaw is considerably to one side of the pivotal axis.
In the construction shown it is approximately at the position shown ate in Figs. 4
and 5. As the coupling jaw swings from the coupled position to the open position,
its centre of gravity moves approximately 20 degrees around the axis, following an
inclined plane perpendicular to the inclined axis, so that in swinging outwardly it
descends to a lower level, namely; from approximately a in Fig. 6 to a". The
jaw has consequently a normal tendency to swing outwardly to and beyond the
outermost position, so that when released it executes this swinging movement, and
on reaching the outer position it is stopped by abutment against a shoulder q
formed by the front end of the side wall of the coupler head.
The axial pin on which the locking pawl C turns is also arranged at an inclina-
tion as best shown in Fig. 7, so that the pawl tends to swing forwardly or to the
locked position. In operation, as the pawl C is withdrawn from engagement with
the jaw B, its rear wall strikes the arm of the lever E and tilts the latter as
the pawl is drawn back by its chain D. As the lever E is tilted, its arm k is
thrust forward and strikes the rear of the locking arm of the jaw, swinging the
latter towards the open position with such force as to cause it to travel completely
open by reason of its momentum. The parts then stand as seen in Fig. 1, the jaw
and pawl being both passive and both therefore remaining in the unlocked position.
As the jaw B is closed by engagement with an adjacent coupler, its locking arm
swings past the pawl C and into the closed position, in doing which its rear wall
strikes the arm of lever E and tilts the latter so that its arm comes against the
rear wall of the pawl C and thrusts the latter forward into engagement with the
locking arm of the jaw, thereby locking the parts in the coupled position as shown
in Fig. 2.
When the coupling jaw B is in the coupled position, as shown in Fig. 4, its
engaging faces, that is to say, the face of the locking arm and the faces of the
intercoupling arm e stand vertically, as does also preferably its outer face s. Such
of these faces as extend in any degree transversely of the coupler, are consequently
out of parallel with the inclined axis, so that as the coupling jaw swings outwardly
these faces assume inclined positions, as shown in Fig. 5. The scating face t on
which the coupling jaw rests in rotating is preferably finished smooth, and should
be inclined in a plane perpendicular to the inclined axis.
The exterior rounded faces u ú of the guide horn 6 of the coupling head, instead

page_text: of being made inclined, parallel and concentric with the inclined axis, as would
most naturally be done by a mechanic,-are made vertical as shown in Figs. 6
and 7, so as to meet or coincide with the vertical exterior face of the jaw when
the latter is in the coupled position, as shown in Fig. 4. Inasmuch as this horn
enters with the jaw into the bifurcation of the opposite coupling head, as shown in
dotted lines in Fig. 4, and the meeting faces of the recessed portion of the
heads are made vertical, as shown in Fig. 7, the faces u in striking these faces u
receive the shock or strain equally, dividing it between them, and protecting the
head from any unequal or oblique strains which would tend to fracture it. By the
projection of the faces into coincidence with or even beyond the outer faces of
the jaw they protect the jaw from undue shock. Otherwise the jaw would have
to receive the entire shock of impact against the opposite head, and would transmit
it through its pin to the head, thus unduly straining both jaw and pin, neither of
which can practically be made of such dimensions as to adapt them to receive such
strains. This improvement thus adapts the coupler to sustain severe strains without
injury, and while utilizing all the advantages of the inclined pivotal axis for the
coupling jaw avoids the disadvantages heretofore inherent therein.
The
The seating face on which the pawl rests is preferably inclined in a plane
perpendicular to its inclined axis. The engaging face of the pawl, and the front
or displacing face w, are preferably made to stand vertically when the pawl is in
the locking position, as shown in Fig. 4, being consequently out of parallel with the
inclined axis, so that as the pawl is swung backwardly its faces become inclined as
shown in Figs. 5 and 6. The boss of the pawl is preferably made as a segment of
a cylinder concentric with its axis and turning in a concentric recess y in the wall
of the head constituting a reinforce bearing for relieving the pivotal pin of strain.
The coupling arm e is made heavier than the tail or locking arm in order both
to strengthen it and to carry the centre of gravity further forward. This is believed
to assist in the swinging movement by reason of the momentum of the arm.
tail is lightened by being hollowed on the back, and stiffened by a single rib or
web at its middle, while the coupling arm is divided as usual by a recess in which
the link may be connected for inter-coupling with a link and pin coupler. An
ordinary link is shown in position in Figs. 1 and 3. The increase in weight of the
coupling arm is effected by increasing its width to the extent of the thickness of the
rib 2 shown in Fig. 8, its outline and that of the head being modified correspondingly.
Instead of merely inclining the pivotal axis of the jaw and pawl, the entire
coupling-head may be inclined, as shown in Figs. 10 and 11, except that the meeting
faces and of the head are modified to render them vertical. The engaging faces
of the coupling jaw and locking pawl are also made to stand vertically when in the
coupled position.
Fig. 12 shows a modification wherein the inclination of the axis of the coupling
jaw is very slight and inclines 4 and 5 are provided, the former on the bearing face
of the head, and the latter on the under side of the coupling jaw, for the purpose
of facilitating the outward swinging movement.
Coupling-heads of this class have heretofore been constructed with the guiding
horn made hollow by having curved front and rear walls or webs extending
vertically between the top and bottom walls. The hollow space thus formed has
to be cored out which involves much difficulty in practice by reason of the con-
tracted space at the base of the horn, the core at this portion being so narrow
and the projection of the core into the horn being so considerable that the core
is liable to become misplaced whereby the castings are frequently imperfect and
the coupling-heads deficient in strength. To remedy this difficulty I have devised
an improved construction of the horn b. I form this horn with the usual front or
face wall 6 extending from its end inwardly to near the pivotal end of the pawl C,
thence around the pivotal end of this pawl in an are concentric with the pivotal
axis thereof and embracing its pivotal end to constitute a reinforce bearing therefor
as shown at y; and instead of terminating this wall at this point extend it

page_text: backwardly to the supporting base of the coupling-head, either to a base plate 7
in the case of a tender coupling, or to a hollow shank 8 adapted for engagement
with the draw-bar in the case of a coupling for a car. This rearwardly extended
portion of this wall is shown in Figs. 1 and 2, by the numeral 9. The usual outer
or back wall of the horn bis omitted, leaving the outer or rear side of the horn
hollow. The top and bottom plates 10 and 11 of the head are extended over the top
and bottom of the horn b, constituting strengthening webs therefor in horizontal
planes behind the face wall and being suitably thickened to give the requisite
strength, as shown at 12 and 13. Additional webs or flanges might be applied
between these if desired. By this construction the guiding-horn is rendered
stronger, since the face wall communicates directly through the portion 9 with the
base or support, instead of indirectly through an outer or rear wall as heretofore;
the casting of the head is also greatly simplified and the liability of the guiding-
horn being weak through defective casting is reduced to the minimum.
The coupling-jaw B which has heretofore been made solid, I now construct
partially hollow in order to lighten the inner arm thereof. This arm I now form
with a solid front wall or web 14 strengthened by horizontal webs or flanges 15
and 15 arranged preferably at top and bottom. The wall 14 constitutes the
working face of this arm where it encounters the opposite jaw in coupling and the
end of it engages the locking-pawl C. By my improved construction I lighten
the arm relatively to the outer arm of the jaw.
In order to improve the construction of the fastening portion of the coupler, as
attached to the buffer-beam or sills of engines, tenders, and railway vehicles, to
facilitate the operation of applying it to and removing it from its position, and to
strengthen its connection, I construct the coupler head with a back-plate to abut
against the buffer-beam or sill, and with an extension passing across the beam and
embracing the side and preferably the back thereof, preferably after the manner of
a hook, the whole being most advantageously east in one integral piece with the
coupling-head.
5
I provide the coupling-head with means for embracing the buffer-beam or
sill, which means preferably consist of a plate 16 at the rear side of the coupling-
head A. adapted to fit against the front side of the beam 17, and having a
projection for embracing the latter. This projection consists of an arm or
portion 18, extending across, or partially across, the 'beam' 17 rearwardly of the
coupling-head A, and embracing the side of the beam.' I prefer to form the
arm 18 on the lower portion of the plate 16, and to construct it to embrace
the under side of the beam 17; also to extend it entirely across the under side of
the beam 17, and to provide at its end an upward extension or projection 19,
embracing the rear side of the beam' 17, and extending partially across the latter.
The projections 18 and 19 together constitute a hook 20, engaging the 'beam."
The plate 16 is preferably extended laterally beyond the sides of the coupling-
head A in the form of wings 21, and, by preference, the portions 18 and 19 are
duplicated, one extending rearwardly from each of the wings 21, thus providing
two hooks 20 at opposite sides of the coupling-head.
Holes are provided for the passage of bolts for clamping the coupling-head to
the beam 17. These are preferably formed as shown, the holes 22 being in the
upper portions of the wings 21, the holes 23 being in their lower portions, and
the holes 24 being in the projections 19 and directly opposite the holes 23.
The clamping bolts 25 pass through the upper holes 22, and through the 'beam' 17,
thus drawing the plate 16 against the beam, while the two lower bolts 26 pass
through the holes 23 and 24 and clamp the 'beam 17 between the plate 16 and
the projection 19, thereby rigidly locking the coupling-head and beam' together.
I prefer to form the coupling-head and its fastening provisions integrally,
preferably by casting the whole in one piece. By this improvement the coupling-
head is more securely fastened to the beam' than heretofore, and its correct
position vertically relatively to the 'beam' is insured, without materially increasing

page_text: the cost of the coupler. Should the bolts 26 become loosened the coupler would
still maintain its correct position by reason of the projection 19, which to a large
extent relieves the strain on the bolts.
By the use of my improvements, the construction of couplers of the Janney type
is cheapened while their operation is greatly improved, whereby the necessity of
springs, inclines and other analogous means for shifting the coupling jaw and its
lock is dispensed with and its operation is rendered positive. By the use of my
lever for throwing out the coupling jaw, passive coupling jaws and locks therefor
may be successfully used, thus simplifying the construction of the coupler and
decreasing its cost.
My improvements are susceptible of various modifications without departing from
their essential features, and it will be understood that I do not limit myself to the
particular constructions herein set forth, which are the preferred forms of my
improvements; nor to their application to the style of coupler to which I have
shown them applied. They can be successfully applied to various forms of
couplers, and can be modified in their application as experience or circumstances
may require.
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
1. In an improved coupler for railway coaches, trucks, wagons and like vehicles,
the combination of a draw-head, having a swinging coupling jaw and a swinging
pawl for locking the jaw, together with a lever for throwing out the coupling jaw
towards the open position and for swinging the pawl into engagement with the jaw
when closed, means for minimizing the friction on the chain used for operating the
pawl by the use of an elongated slot through which said chain passes, a cover for
said slot to prevent the entrance of dust, &c., into the draw-head, also an inclined
axis carrying the locking jaw causing said jaw to have a tendency to swing
outwardly, an inclined axis carrying the pawl giving said pawl a tendency to swing
to the locked position; means for re-inforcing the guiding-horn of the coupler and
the improved construction of the fastening portion of the coupling, all substantially
as and for the purposes herein before described, set forth and illustrated in the
drawings annexed.
2. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw, and a swinging pawl for locking the
jaw, in combination with provisions on the head, actuated by said parts and con-
structed when said pawl is swung out of the locking position to swing said jaw
towards the open position, and when said jaw is swung closed to swing said pawl
into engagement therewith, substantially as described and shown.
3. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw, and a swinging pawl for locking the
jaw, in combination with a lever fulcrumed in said head, projecting into the paths
of travel of said jaw and pawl, and constructed when said pawl is unlocked to be
actuated thereby and to move said jaw, and when said jaw is closed to be actuated
thereby and to move said pawl, substantially as described and shown.
4. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw, and a swinging pawl for locking the
jaw, in combination with a lever fulcrumed in said head, projecting into the paths
of travel of said jaw and pawl, and constructed to be moved by the pawl when
unlocking and by the jaw when closing, and provisions for limiting the swing of
said lever, substantially as described and shown.
5. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw, and a swinging pawl for locking the
jaw, in combination with a lever fulcrummed in said head, projecting into the paths
of travel of said jaw and pawl, and constructed to be moved by the pawl when

page_text: unlocking and by the jaw when closing, and abutting shoulders on said head
and lever for limiting the swing of said lever, substantially as described and
shown.
6. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw having a recessed locking arm, and a
lock for locking the jaw, in combination with a lever mounted in said head, entering
the recess in said locking arm at one end and extending rearwardly of said lock at
the other end, said lever constructed to be moved by said lock and to swing said
jaw, substantially as described and shown.
7. In an improved coupler for railway coaches, trucks, wagons and like vehicles,
the combination with an enclosing draw-head, a horizontally swinging coupling-jaw
and a horizontally swinging pawl for locking the latter in the coupled position, of a
chain or equivalent flexible connection attached to said pawl, said draw-head
constructed with an elongated slot in its upper wall through which said chain
passes out, said slot formed to uncover the path traversed by the point of attach-
ment of said chain during the swinging of the pawl, whereby when said chain is
pulled in order to unlock said pawl, the. tension exerted is transmitted directly
to the pawl throughout its swinging movement, substantially as described and
shown.
8. In an improved coupler for railway coaches, trucks, wagons and like vehicles,
the combination with an enclosing draw-head, a horizontally swinging coupling-jaw
and a horizontally swinging pawl for locking the latter in the coupled position, of a
chain or equivalent flexible connection attached to said pawl, said draw-head
constructed with an elongated slot in its upper wall through which said chain
passes out, said slot formed to uncover the path traversed by the point of attach-
ment of said chain during the swinging of the pawl, together with a cover or
stopper secured to said connection and constructed when said pawl is in the locked
position to cover the slot in said draw-head, whereby when the coupling is in the
locked position the entrance of dust within said draw-head through said slot is
prevented by said cover, substantially as described and shown.
9. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a bifurcated head and a swinging coupling jaw pivoted to one of the
horns of said bead on an axis inclined from the vertical, and said head constructed
with its horn to which said jaw is pivoted terminating in vertical exterior faces
eccentric to the pivotal axis, whereby said horn is adapted to engage the vertical
meeting faces on the head of another coupler with which it is intercoupled,
substantially as described and shown.
10. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a bifurcated head and a swinging coupling jaw pivoted to one arm
thereof on an axis inclined from the vertical, said jaw formed with the axis so as to
be vertical when in the coupled position, and said head formed with its arm to which
said jaw is pivoted terminating in vertical exterior faces eccentric to the pivotal
axis, and coincident with the exterior faces of the jaw when it is in the coupled
position, substantially as described and shown.
11. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw and a swinging locking pawl, said pawl
pivoted to the head on an inclined axis whereby it tends normally to swing to the
locked position, substantially as described and shown.
12. An improved coupler for railway coaches, trucks, wagons and like vehicles,
comprising a head, a swinging coupling jaw and a swinging locking pawl, said pawl
pivoted to the head on an inclined axis whereby it tends normally to swing to the
locked position, and formed with its engaging faces vertical when in the locked
position, substantially as described and shown.
13. An improved coupler head of the described class having its guiding-horn
constructed with a curved vertical face-wall on its front side extending backwardly,
formed with a curve concentric with the pivot of the locking pawl, to constitute a

page_text: re-inforce bearing therefor, and extended thence back to the supporting base of the
head, and strengthening webs behind said wall in horizontal planes joining the top
and bottom walls of the head, substantially as described and shown.
14. In an improved coupler for railway coaches, trucks, wagons and like vehicles,
the combination with the buffer-beam, or sill, of a plate for abutting against the
front side of said beam and having projections embracing the latter, a coupling-
head carried by said plate, and bolts passing through the plate and clamping it to
the beam, substantially as described and shown.
15. In an improved coupler for railway coaches, trucks, wagons and like vehicles,
the combination with the buffer-beam, or sill, of a plate for abutting against the
front side of said beam, having projections embracing the latter, and formed
integrally with a coupling-head, and bolts passing through the plate for clamping
it to the beam, substantially as described and shown.
16. In an improved coupler for railway coaches, trucks, wagons and like vehicles,
a coupling-head formed with a base-plate adapted to fit against the front side of a
'buffer-beam' or 'sill,' and having a projection for embracing the side of said
beam, and bolt holes for the passage of bolts for clamping it to said 'beam,'
substantially as described and shown.
17. In an improved coupling for railway coaches, trucks, wagons and like
vehicles, a coupling-head formed with a base-plate adapted to fit against the
front side of a buffer-beam' or sill, and having a projection for embracing
the side of said beam,' and a projection for embracing the rear side of the
latter, and bolt holes for the passage of bolts for clamping it to said beam, sub-
stantially as described and shown.
f
Dated this 27th day of January 1891
F. W. BARKER,
Applicant's Agent.