IMPROVEMENTS IN APPARATUS FOR COUPLING AND UNCOUPLING/RAILWAY VEHICLES
Year: 1884

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I, JOHN DARLING, of 11 Bothwell Street, Glasgow, in the County of Lanark,"
North Britain, Engineer, do: hereby declare the nature of the said invention for
IMPROVEMENTS IN APPARATUS FOR COUPLING AND UNCOUPLING/RAILWAY VEHICLES
to be as follows:-
.1'
This Invention, which relates to improvements in apparatus for coupling and
uncoupling Railway Vehicles, consists in providing the outer link of the coupling
chain with guides at its outer end, which when two Railway Vehicles are run
together slide up over an inclined tail-piece fixed on the draw-hook of the opposite.
vehicle, so that the coupling chain is thus directed to catch into the coupling hook.
The operation of coupling is further, ensured by a guide projecting over the
coupling hook at, a sufficient distance, therefrom to allow the outer link of the
chain to pass into the coupling hook. The links of the coupling chains are so
constructed that they support each other in a horizontal line stiffly prior to the
coupling action. The draw-hook is carried upon a shaft which also passes through
the draw-bar and this shaft is provided with handles at either end so that the hook.
can be turned round into the position for either coupling or uncoupling, or for
placing the hook and tail-piece of either of two adjacent couplings, into such
position as will allow either of the coupling chains to be coupled with the opposite
draw hooks. The apparatus is provided with catches or locks for securing the
draw hook and its connections in either of the positions héreinbefore mentioned.―
A rest is or may be provided for the outer link of the coupling chain on one or
both sides of the draw hook. The lock of the apparatus is so constructed that a
cam or its equivalent on the aforesaid shafts as the shafts are rotated both locks
and unlocks the draw hook and at the same time moves the draw hook into any
one of its required positions.

page_text: Railway Vehicles.
I, JOHN DARLING, of 11 Bothwell Street, Glasgow, in the County of, Lanark,
North Britain, Engineer do hereby declare the nature of my said invention for
IMPROVEMENTS IN APPARATUS FOR COUPLING AND UNCOUPLING RAILWAY VEHICLES
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
My Invention, which relates to improvements in apparatus for coupling and-
uncoupling railway vehicles, consists in providing the outer link of the coupling
chain with guides at its outer end, which, when two railway vehicles are run
together slide up over an inclined tail-piece fixed on the draw-hook of the opposite
vehicle, so that the coupling chain is thus directed to catch into the coupling hook..
The operation of coupling is further ensured by a guide projecting over the
coupling hook at a sufficient distance therefrom to allow the outer link of the
chain to pass into the coupling hook. The links of the coupling chains are so
constructed that they support each other in a horizontal line stiffly prior to the
coupling action. The draw-hook is carried upon a shaft which also passes through
the draw-bar and this shaft is provided with handles at either end so that the hook
can be turned round into the position for either coupling or uncoupling, or for
placing the hook and tail-piece. of either of two adjacent couplings into such
position as will allow either of the coupling chains to be coupled with the opposite
draw hooks. The apparatus is provided with catches or locks for securing the
draw hook and its connections in either of the positions hereinbefore mentioned.
A rest is or may be provided for the outer link of the coupling chain on one or
both sides of the draw hook. The lock of the apparatus is so constructed that a
cam or its equivalent on the aforesaid shafts, as the shafts are rotated, both locks
and unlocks the draw hook and at the same time moves the draw hook into any
one of its required positions.
In order that my said Invention may be properly understood and readily carried
into effect, I will now proceed to describe the drawings hereunto annexed.
Figure 1, is a plan and Figure 2, a side elevation of a railway coupling as
constructed according to my present Invention.
Figures 3 and 4 are side elevations of the same when respectively in its coupling
and uncoupling positions.
Figures 5, 6, 7 and 8 are enlarged views of detached portions of the same and all
hereinafter more particularly described.
Figure 9, is a plan drawn to, a reduced scale of a pair of couplings as con-
structed according to my present Invention when in their engaged or coupled
position.
Figures 10, 11 and 12 are side elevations of a modified portion of the same when
in positions differing all as hereinafter more particularly described,
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in carrying my present invention into practice I construct the outer link a, of
the coupling chain with the guides b. These guides are so arranged that upon any
two railway vehicles fitted with my improved coupling apparatus, approaching each
other, the outer link a, of either one of such vehicles as may be desired, is guided
up over the point, c, of the opposite coupling hook d. The inner link of the
coupling chain is composed of the two parallel bars e, which bars are riveted as
shewn at f, or otherwise suitably secured together at their inner ends. The rivet
or pin f, passes through the slotted hole g, of the coupling hook d, and is con-
structed in such a manner as admits of the coupling chain pivoting freely in the
said slotted hole. The outer ends of the bars e, are secured to the inner ends of
the coupling link a, by means of the screwed bolt and nut h, or their equivalents,
provision being had for the free radial motion of the said link a, about the pivot h,
in an upward direction. The outer link a, may be rigidly supported in a
horizontal or approximately horizontal position by the inner link e, for which
purpose the bars of the said link e, are provided with the projections i, arranged
in such position as to obstruct the radial path of the stops j, formed on the outer
link a.
The inner link e, when in this coupling condition, is supported by the
pin k, which rests upon the latch Z. This latch 7, is pivoted at.m, to the lower part
of the coupling hook d, and is so arranged relatively with the adjacent parts
thereof, that it abuts at its top against the said coupling hook when supporting
the link but can be turned about its pivot m, in such manner that the curved
slot n, is left clear. The curved slot n, is formed in the lower part of the coupling
hook d, and is of width, sufficient to allow the pin k, to be pushed over the point
of the latch 1, so as to be clear of the said latch. The coupling hook is carried
upon the transverse bar o, which, as shewn on a reduced scale at Figure 9 extends
outwards to the two sides of the vehicle and at its extremities is squared so as
to admit of the hand levers p, or their equivalents being placed thereon, when
required for the purposes of coupling or uncoupling. The transverse bar o, is
supported in the sides q, of the forked end of the bar r, this bar being connected
to the draw-bar of the vehicle in any of the well-known ways. The transverse
bar o, which is, or may be also supported at or near its ends in suitably slotted
brackets or their equivalents, is provided with the key or feather 8, represented in
dotted lines upon the annexed drawings, and which is capable of being, turned
rotatively for a slight distance in the coupling hook d, without affecting its position,
this turning motion being employed to operate the locking mechanism. This locking
mechanism consists of the two cams t, which fit tightly upon and rotate always
with the shaft o, and of the cam piston u, which is operated by the cams t, the said
cams being arranged, one at each side of the coupling hook as represented in
dotted lines at Figure 1. The cam piston u, is represented in enlarged view in'
side elevation at Figure 5 and in front elevation at Figure 6, while one of the
cams t, is represented also on an enlarged scale in side elevation and in front
elevation or edge view at Figures 7 and 8 respectively. The coupling hook is
provided with the projections v, one of which, according to the position in which
the said coupling hook d, is locked, is engaged with by the recess w, in the face of
the cam piston u, as shewn more particularly at Figures 5 and 6: The cam
piston u, is pressed outwards by means of the spiral or equivalent spring which is
represented in dotted lines at x, upon the annexed drawings and which is contained
within a recess formed in the bar r. The forked end q, of the bar r, is closed in at
its top by the sheet iron casing 3, and the upper projections z, of the said bar r,
serve to direct the outer link a, of the opposite coupling down over the point c, of
the coupling hook, while the lower projections a¹, serve to support the said link a,
so as to pass over the point c, when uncoupling as is shewn at Figure 4, of the
annexed drawings, in which Figure the link a, is represented in dotted lines
Should it be desired to couple together two railway vehicles each fitted with my
improved coupling, the links a, at the time hanging loose in a vertical position as
indicated in dotted lines at Figure 2, one of the coupling hooks d, is turned into
4

page_text: the position indicated at Figure 3, and the other of the two coupling hooks is
turned into its lowermost position as represented at Figure 4 where the latch 6, by
its own gravity pivots so that its point projects into the curved slots n, and
engages with the pink, and in being raised the coupling hook d, carries the coupling
chain upwards with it into the position shewn at Figure 2.-The two vehicles
with their couplings so arranged are run towards each other and on meeting, the
outer link a, of the horizontal coupling chain runs in the manner indicated in dotted
lines at Figure 3, up the inclined back of the opposite coupling hook and on
striking against the fork 9 or projections 2, pushes the said engaging coupling chain
back and thereby disengages the pin k, from the latch 1, and thus the link a, falls
down into the hook d, and completes the coupling operation. For uncoupling two
such.railway vehicles the engaged coupling hook d, is simply turned over into the
position indicated at Figure 4 when the chain by its own gravity falls over the
point c, of the said hook. Or the disengaged coupling chains may be raised into
a horizontal or coupling position by the apparatus represented respectively in side
elevation at Figures 10 and 11 and in part side elevation and part vertical section
at Figure 12 of the annexed drawings. The coupling hook d, under this con-
struction carries the forked lever b¹, or its equivalent which is pivoted at c¹, to the
said hook. The rivet or pin f, as shown more particularly in section at Figure 12
is flattened on. two sides, at that part of its length which is opposite to the lever b'.
The distance between the two arms d', of the lever b¹, is such that it admits of the
flattened portion of the pin f, falling between the said arms as indicated at
Figures 10 and 12-The upper part of the lever 6', is provided with the stop e¹,
which abuts against the front of the coupling hook d, when the said lever b¹, is in
that position necessary to receive the pin f. When the coupling hook d, is turned
down as indicated at Figure 12 for the purpose of raising the coupling chain to a
coupling position, the lower end of the lever b¹, is brought against the rigid stop f¹‚.
or its equivalent which projects from the underside of the fork q, or other con-
venient part and thus forces the said lever b¹, into such a position that the pin 'f,
drops between the arms d¹, and thus the coupling chain may be raised into its
coupling position that is to say into the position represented at Figure 10 of the
annexed drawings.
It is obvious that when the coupling chain is forced backwards by any colliding
vehicle or other structure the pin f, is disengaged from the lever b', which then by
its own gravity cants over into an inoperative position as shewn at Figure 11 of
the annexed drawings.
Having now particularly described and ascertained the nature of my Invention
and in what manner the same is to be performed, I declare that what I claim is
First. The general arrangement and combination of parts constituting the
apparatus for coupling and uncoupling railway vehicles all substantially as and
operating in the manner herein before set forth with reference to Figures 1 to 9
(inclusive) of the annexed drawings or the mechanical equivalents of all or any of
such parts.
Second. The improvements in apparatus for coupling and uncoupling railway
vehicles consisting of the hook d, which is capable of being turned and locked by
means of the hand levers p, and their attachments situated at the sides of the
vehicles in any of the positions necessary for coupling and uncoupling all operating
substantially as hereinbefore set forth with reference to Figures 1 to 9 (inclusive)
of the annexed drawings or the mechanical equivalents of all or any of such
parts.
Third. The cams t, cam piston u, projections v, recess w, and the spiral or other
spring x, all operating in combination for the purpose of locking the coupling
hook d, in any of its desired positions, substantially as herein before set forth with
reference more particularly to Figures 1 to 8 (inclusive) of the annexed drawings or
the mechanical equivalents of all or any of such parts. *.5

page_text: Fourth. The means for raising the coupling chain consisting of the pin k,
and latch 7, operating substantially as herein before set forth with reference more
particularly to Figures 1 to 4 (inclusive) of the annexed drawings of the mechanical
equivalents of all or any of such .parts.
Fifth. The means for raising the coupling chain consisting of the forked lever b¹,
the flattened rivet or pin f, and the stop f¹, all operating substantially as herein.
before described with reference to Figures 10, 11 and 12 of the annexed drawings
or the mechanical equivalents of all or any of such parts.
1011
J. H. JOHNSON, DAY & JOHNSON,
Applicant's Agents.