IMPROVEMENTS IN COUPLING-BUFFERS FOR RAILWAY VEHICLES
Year: 1883

page_text: LETTERS PATENT to Henry Harris Lake, of the Firm of Haseltine, Lake
& Co, Patent Agents, Southampton Buildings, London for an Invention of
"IMPROVEMENTS IN COUPLING-BUFFERS FOR RAILWAY VEHICLES" communi-
cated to him from abroad by Franz Forcher von Ainbach of Hautzenbüchel,
PROVISIONAL SPECIFICATION left by the said Henry Harris Lake at the
Office of the Commissioners of Patents on the 2nd May 1883.
"
HENRY HARRIS LAKE, of the firm of Haseltine, Lake, & Co, Patent Agents,
Southampton Buildings, London, "IMPROVEMENTS IN COUPLING-BUFFERS FOR
RAILWAY VEHICLES [A communication to him from abroad by Franz Forcher
von Ainbach of Hautzenbüchel, and Anton Hanger of Tudenburg, both in the
Empire of Austria.]
This invention relates to couplings for railway vehicles and affords a thoroughly
safe and secure means of fastening the said vehicles together.
The improved coupling may be substituted for the coupling bars and screws now
in general use thereby avoiding inconvenience attending the use of the same.
Heretofore when coupling two vehicles together a workman had to place himself
between the buffer beams of the carriages in order to part the coupling links
suspended on one of the carriages over the hook of the traction bar of the other
and to bring the buffers in contact by tightening the screw of the said coupling.
The same thing had to be done when the screw was slackened so as to be enabled
to disengage the links from the hook of the traction bar. This operation being
dangerous and taking a considerable time to perform various couplings were
introduced in order to remedy this evil but without success. By the use of the
present invention it is not necessary when connecting or disconnecting the carriages
that the man should place himself between the same, as they are coupled auto-
matically when brought together and are easily disconnected the man standing by
the side of the frame.
According to the said invention the coupling (which for greater safety is
arranged as a double coupling) is composed of four principal parts, that is two

page_text: coupling pistons and two coupling cylinders. These four parts are attached to
the buffer beam of the carriages in such a manner that the coupling piston of one
carriage is opposite the coupling cylinder of the other. The fixing of these parts
to the cross beam may be effected by means of balls formed upon the extremity
of the coupling piston and of the coupling cylinder and resting within spherical
boxes or sockets fixed to the buffer beam of the carriage so that the said pistons
and cylinders may move freely in every direction. This arrangement however
forms a coupling which is not elastic. The coupling may be so arranged that the
spring traction bars with which passenger carriages, trucks, and vans are supplied
may be preserved and form together with the improved coupling, an elastic
connection between the vehicles.
This result is obtained as follows; that is to say:-Each buffer beam of the
frame is provided with a supporting plate, to the extremities of which boxes or
sockets in the shape of spherical caps are fitted. In the sockets rest the spherical
heads or balls of the couplings, the traction rod is guided by the said supporting
plate passing through a hole in its centre.
A transverse head is fitted on the said supporting plate, surrounding the traction
rod behind the hook and having at both extremities rings with spherical faces
which are formed in two parts. These rings are placed over the said sockets and
secure the heads of the coupling cylinder and piston.
When a train is set in motion the couplings, which are fixed to the traction rod
by the transverse head, (this head having boxes at both extremities which cover
the sockets) first part from the supporting plate moving the said transverse head
with them. Then, when an equilibrium is established between all the traction
rods of the train the sockets and the transverse heads are again resting upon the
supporting plates. The bearings of the supporting plate which have the shape of
spherical caps will serve as rests for the coupling piston and cylinder when they
are used as buffers.
For this purpose a buffer rod bearing a disc upon its head is placed in the
coupling cylinder; the extremity of the said rod passes through the head of the
coupling cylinder and is supplied with a nut which limits the forward movement
of the rod caused by the expansion of india-rubber washers separated from each
other by iron washers or by spiral springs. When two carriages are coupled with
the improved coupling the buffers come in contact, the coupling piston which is not
elastic acting as a rigid buffer.
A device which acts automatically when two carriages are brought in contact
serves to connect the coupling piston with the coupling cylinder. A fastening
plate or catch placed in a notch and capable of oscillating upon a pin is pressed
outwardly by a flat or spiral spring. When the piston enters the coupling cylinder
the said plate or catch engages in a notch in the cylinder and thus forms a
connection between the piston and cylinder:
When the piston advances further into the coupling cylinder the fastening
plate slides on its edges along the bevelled face of the said notch and is pushed
back into a slot in the piston; when in this position the two parts of the coupling
can be disconnected.
For this purpose a sleeve composed of two parts surrounds the cylinder between
two shoulders thereon.
A longitudinal notch or groove in this sleeve is either placed opposite the notch
in the cylinder so as to leave room for the fastening plate to pass, or else the said
notch in the sleeve may be shifted so that the notch in the cylinder is closed by
the said sleeve.
In the latter case the fastening plate is retained in the piston notch. In the
first case, that is, when the notch of the sleeve is placed opposite that of the
coupling cylinder the fastening plate pushed outwardly by the said spring connects
the couplings; on the contrary in the second case when the notch of the coupling
cylinder is closed by the sleeve the connecting does not take place, for the fastening
plate cannot get out of the notch in the cylinder and when one of the two carriages

page_text: is set in motion this plate slides along the bevelled face of the said notch so
that the coupling piston leaves the coupling cylinder without meeting with any
obstruction.
When the couplings act as buffers, the piston enters the cylinder provided with
an elastic cushion and when the speed of the front carriage decreases, the fastening
plate is pushed back in this case in the notch of the cylinder. If the sleeve could
revolve spontaneously, there would be a danger of the vehicles getting disconnected.
The simplest manner of avoiding this is to fit the coupling cylinder rather tightly
in the sleeve and provide it with a handle which allows it to be turned at will.
However, special arrangements determine the precise method of fixing the sleeve
in the two positions required. The notch of the coupling cylinder is lengthened
in the direction of the elastic end and as near that end as possible; whereas the
notch of the sleeve is also lengthened in the same direction in the form of a groove
in which the rounded edge of the fastening plate slides.
According to a modification of this invention the sleeve is provided on one of
its edges with a catch which slides into a notch in the shoulder of the coupling
cylinder and adapts itself at either extremity of this notch according as the notch
of the coupling box is to be placed opposite the notch of the cylinder or to be
closed by the sleeve. The said sleeve is turned by means of a weight revolving
upon an axis and moving the sleeve with it in the direction in which the said
weight is caused to move. The man who works the sleeves places himself by the
side of the frame outside the rails and turns the said sleeves, whether they are
supplied simply with handles or with any other device for the purpose, each buffer
beam being supplied with a coupling cylinder on one side and a piston on the
other and these coupling pieces corresponding to those of the other carriage to
which they are to be connected; there are always two couplings between two
carriages. The entrances of the cylinders are funnel shaped so that notwith-
standing the movement of the couplings in their socket the pistons shall enter the
cylinders with precision

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Henry Harris Lake in the Great Seal Patent Office on the
2nd November 1883.
"
FOR
HENRY HARRIS LAKE of the firm of Haseltine Lake & Co. Patent Agents,
Southampton Buildings London "IMPROVEMENTS IN COUPLING-BUFFERS
RAILWAY VEHICLES A communication to me from abroad by Franz Forcher
von Ainbach of Hautzenbüchel and Anton Hanger of Tudenburg both in the
Empire of Austria
This invention relates to couplings for railway vehicles and affords a thoroughly
safe and secure means of fastening the said vehicles together. The improved
coupling may be substituted for the coupling bars and screws now in general use
thereby avoiding the inconvenience attending the use of the same.
Heretofore when coupling two vehicles together a workman had to place himself
between the buffer beams of the carriages in order to put the coupling links
suspended on one of the carriages over the hook of the traction bar of the other,
and to bring the buffers in contact by tightening the screw of the said coupling.
The same thing had to be done when the screw was slackened so as to be enabled to
disengage the links from the hook of the traction bar. This operation being
dangerous and taking a considerable time to perform various couplings were
introduced in order. to remedy this evil but without success.
By the use of the present invention it is not necessary when connecting or
disconnecting the carriages that the man should place himself between the same,
as they are coupled automatically when brought together and are easily discon-
nected, the man standing by the side of the frame.
The present invention is illustrated in the accompanying drawing in which
Figure 1 is a plan and partial section showing the coupling connected.
Figure 2 is a longitudinal section of the same.
°
Figure 3 is an elevation of the coupling as attached to a vehicle.
Figure 4 is a transverse section through the sleeve.
According to the said invention this coupling (which for greater safety is
arranged as a double coupling) is composed of four principal parts, that is two
coupling pistons A and two coupling cylinders B. These four parts are attached
to the buffer beam of the carriages in such a manner that the coupling piston of
one carriage is opposite the coupling cylinder of the other.
The fixing of these parts to the extreme cross beam may be effected by means of
balls formed upon the extremities of the coupling piston A and of the coupling
cylinder B and resting within spherical boxes or sockets fixed to the buffer beam
of the carriage so that the said pistons and cylinders may move freely in every
direction. This arrangement however forms a coupling which is not elastic.
As shown on the drawings the arrangement of the coupling is such that the
spring traction bars with which passenger carriages trucks and vans are supplied
may be preserved and form together with the improved coupling an elastic
connection between the vehicles.
This result is obtained as follows that is to say:-Each buffer beam C of the
frame is provided with a supporting plate D, to the extremities of which boxes d
or sockets are fitted. In these sockets rest the spherical heads or. balls of the
couplings, A and B, whereas the traction rod is guided by the said supporting plate
passing through a hole in its centre. A transverse head F is fitted on the supporting
plate D, surrounding the traction rod behind the hook and having at both extremities
rings or caps with spherical faces which are made in two parts.

page_text: These rings are placed over the sockets d and secure the heads of the coupling
cylinders and pistons.
When a train is set in motion the couplings which are fixed to the traction rod
by the transverse head (this head having boxes at both extremities which cover the
sockets) first move from the supporting plate D the said transverse head F moving
with them Then when equilibrium is established between all the traction rods of
the train the sockets and the transverse heads are again resting upon the supporting
plates. The bearings d of the supporting plate which have the shape of segments
of a sphere will serve as rests for the coupling piston and cylinder B when they
are used as buffers. The drawings shew how the couplings are rendered capable
of acting as buffers. For this purpose a buffer rod bearing a disc G upon its head
is placed in the coupling cylinder B, the extremity of the said rod passes through
the head of the coupling cylinder B and is supplied with a nut which limits the
forward movement of the rod caused by the expansion of the india rubber springs g
separated from each other by iron washers, or by a spiral spring. When two
carriages are coupled by the improved coupling the buffers are in contact the
coupling piston A which is not elastic acting as a rigid buffer.
A device which acts automatically when two carriages are brought in contact
serves to connect the coupling piston with the coupling cylinder. A fastening plate
or catch H placed in a notch and capable of oscillating upon a pin h is pressed
outwardly by a flat or spiral spring I. When the piston A enters the coupling
cylinder B the said plate or catch H engages in a notch b in the cylinder and thus
forms a connection between the piston and cylinder. When the piston advances
further into the coupling cylinder the fastening plate slides on its edges along the
bevelled face of the said notch b and is pushed back into a slot in the piston, when
in this position the two parts of the coupling can be disconnected. For this
purpose a sleeve K composed of two parts surrounds the cylinder B between two
shoulders kk thereon-A longitudinal notch or groove in this sleeve is either
placed opposite the notch b in the cylinder B so as to leave room for the fastening
plate H to pass, or else the notch may be shifted so that the notch b is closed
by the solid part of the said sleeve K. In the latter case the fastening plate is
retained by the piston notch. In the first case that is when the notch of the
sleeve K is placed opposite that of the coupling cylinder B, the fastening plate
pushed outwardly by the spring I connects the couplings, on the contrary in the
second case when the notch 6 of the coupling cylinder B is closed by the solid
part of the sleeve K the connecting does not take place, for the fastening plate H
cannot get out of the notch band when one of the two carriages is set in motion
this plate slides along the bevelled face of the notch b so that the coupling piston
leaves the coupling cylinder without meeting with any obstruction.
When the couplings A and B act as buffers, the piston A enters the cylinder B
provided with an elastic cushion and, when the speed of the front carriage
decreases the fastening plate H is pushed back into the notch 6 of the cylinder B.
If the sleeve K could revolve spontaneously, there would be a danger of the
vehicles getting disconnected. The simplest manner of avoiding this is to fit the
coupling cylinder B rather tightly in the sleeve K and provide it with a handle
which allows it to be turned at will. But other means may be used for fixing the
sleeve in the two positions required.
'
The notch b of the coupling cylinder B is lengthened in the direction of the
elastic end and as near that end as possible, whereas the notch of the sleeve K is
also lengthened in the same direction in the form of a groove in which the rounded
edge of the fastening plate H slides. This arrangement prevents any accidental
shifting of the sleeve and it would require a certain amount of force to turn the
said sleeve when for the purpose of disconnecting, the plate H is made to enter the
notch b of the coupling cylinder B.
According to a modification of this invention shown in Figure 4 the sleeve K is
provided on one of its edges with a catch k¹ which slides in a notch in the
shoulder k of the coupling cylinder and adapts itself at either extremity of this

page_text: notch according as the notch of the sleeve is to be placed opposite the notch b of the
cylinder B or to be closed by the thick or solid part of the said sleeve. By means
of a weight L revolving upon an axis the sleeve is moved in the direction in which
the said weight is caused to move. The man who works the sleeves K places
himself by the side of the frame outside the rails and turns the said sleeves by
means of a staff, whether they are supplied simply with handles or with any other
device for the purpose. Each buffer beam being supplied with a coupling cylinder
on one side and a piston on the other and these couplings pieces corresponding to
those of the other carriage to which they are to be connected, there are always two
couplings between two carriages. The entrances of the cylinders B are funnel
shaped so that notwithstanding the movement of the couplings in their sockets
the pistons should enter the cylinders with precision.
To couple two vehicles together the operation is as follows that is to say: One
of them is pushed to the other the piston of the carriage in motion entering the
cylinder of the standing carriage which is opposite it, and the cylinder of the first
sliding on to the piston of the second. In consequence of the entrance of these
pistons A in the cylinders B, the fastening plates H of the former normally held
outwardly by means of the flat spring I (or by a spiral spring or india rubber
washers) are pushed back into the recesses behind them, and slide along the sides
of the cylinders A until the said plates arrive opposite the notch b of the cylinder B
and the notch of the coupling box K, at which time the plates H are pushed by
their springs into the said notches and the coupling is effected.
To disconnect the carriages, the same must be pushed towards one another so
that the outside edge of each fastening plate may slide along the bevelled face of
the notch b and the said plate may be pushed out of the notch of the sleeve. This
done the coupling boxes. are turned round so as to close the notches b and then the
carriages being separated, the fastening plates cannot offer any obstruction to the
parting of the pistons from the cylinders as they are pushed back into the recess in
the piston by sliding along the bevelled face at the opposite extremity of the
notch b.
Having thus fully described the said Invention as communicated to me by my
foreign correspondents and the manner of performing the same I wish it understood
that I claim
First A coupling for railway vehicles, composed of a hollow cylinder fixed by
means of a ball and socket joint to the buffer beam of one of the carriages to be
coupled, and a piston fixed in the same manner to the buffer beam of the other
carriage opposite to the said cylinder, and having in a longitudinal notch or groove
a spring catch, so arranged that when the two carriages are pushed together the
said piston enters the cylinder opposite and the spring catch of the piston enters a
notch in the cylinder, substantially as described.
Second-In the above described coupling, a hollow cylinder, the aperture of
which is funnel-shaped to ensure the entrance of the piston into the opposite
cylinder when two waggons are pushed together, notwithstanding the movement of
the parts of the coupling in their ball and socket joints.
Third: In the coupling herein before described, a movable sleeve surrounding
the hollow cylinder between two shoulders and provided with a notch which, when
the carriages are coupled, can be placed opposite the notch in the cylinder of the
coupling to allow the spring catch or fastening piece attached to the piston to enter,
whereas in disconnecting the vehicles the said sleeve is turned so that a thick or
solid portion thereof should cover the notch of the cylinder and hold the elastic
wing or fastening piece in its recess, the said wing having previously been driven
into the said recess by pushing the piston into the hollow cylinder.
Fourth-The sleeve K placed tightly upon the cylinder, for the purpose of
preventing the accidental disconnection of the vehicles through the spontaneous
turning of the said sleeve, and provided with a handle or other device whereby the
sleeve can be moved by means of a staff, substantially as described with
reference to Figure 2 of the drawing

page_text: Fifth A sleeve K provided on one edge with a catch k sliding in a notch in
the shoulder k, and carrying on its top a weight L which, according as it is caused
to swing to the right or to the left, moves the sleeve with it until the said catch
reaches one or the other extremity of the notch in the shoulder, whereby in one
position the notches of the cylinder and of the sleeve are caused to coincide so that
the vehicles are coupled, and in the other a solid part of the sleeve is caused to
come before the notch in the cylinder so that the vehicles can be uncoupled, sub-
stantially as described with reference to Figures 1 and 4 of the drawing.
Sixth-Lengthening the notch 6 of the cylinder B as far as the point where the
rounded edge of the fastening plate H is placed when the piston A occupies its
furthest position in the said cylinder, and also the notch of the sleeve K in the
shape of an inward groove in which the said rounded edge of the fastening plate
remains inserted, whereby the sleeve is prevented from turning spontaneously and
thereby accidentally disconnecting the vehicles
Seventh-The combination with the coupling cylinder, of a rod provided with
a disc G and surrounded by india rubber springs or washers g or by a spiral
spring, the hindermost extremity of this rod which passes through the socket of
the cylinder being provided with a screw'thread and a nut to limit any forward
movement that the expansion of the washers or of the spring might occasion,
substantially as described and for the purpose specified.
Eighth Fixing upon each buffer beam of a vehicle a coupling cylinder and
piston opposite the coupling piston and cylinder fixed upon the buffer beam of
another vehicle which is to be coupled with it, for the purpose of allowing the
carriages provided with the coupling to be coupled in all positions.
Ninth A supporting plate D on the buffer beams, in which plate the boxes d
of spherical shape are formed and through which passes the traction rod E, in
combination with the transverse head F placed loosely behind the hook of the
traction rod and bearing at each extremity a ring with a spherical face, which
rings hold the balls of the piston A and of the cylinder B against the boxes d of
the supporting plate D so as to connect the double coupling to the traction rods
with which all the vehicles are provided
In witness whereof I the said Henry Harris Lake have hereunto set my hand
and seal this second day of November in the year of our Lord One thousand
eight hundred and eighty three.
HENRY H. LAKE (L.S.)