Improvements in or relating to Car Couplings and Buffers.
Year: 1897

page_text: Date of Application, 11th May, 1897-Accepted, 25th June, 1897
'
Improvements in or relating to Car Couplings and Buffers.
I, GEORGE BREEDON HULME of Reading in the County of Berks, Gentleman,
do hereby declare the nature of this invention and in what manner the same is to
be performed, to be particularly described and ascertained in and by the following
statement:
My invention relates to that class of car coupling devices which embody a lever
or catch adapted to lock or control a swinging knuckle.
The objects of my invention are to provide simple and efficient means for
automatically locking the usual angular knuckle in engagement with an opposite
coupling device and for unlocking the knuckle and simultaneously positively
throwing it open or into position for engaging with an opposite coupling device
by the unlocking movement of the locking device, to dispense with the usual
sliding locking-block, and reduce the number of parts required for accomplishing
the desired results to a minimum, so as to simplify the construction and decrease
the cost of production or maintenance or repairs.
My improvements are further designed to obviate any liability to the danger of
accidental disengagement from and release of the knuckle, by reason of the
movement of the locking lever or catch upon its pivot which may be caused by
jarring or jolting, and to this end my invention has for its further object the
effective and positive locking of the lever or catch against accidental movement,.
and the provision of simple and effective devices supplementary to the locking.
lever or catch by which the same will be positively retained in locked position.
A further object of my invention is to provide simple and effective buffer
mechanism by which a free spring movement of the coupler-head will be permitted.
in a longitudinal, lateral, and vertical plane.
The invention will be first fully described with reference to the accompanying
drawings, forming a part of this specification and then be specifically pointed out.
in the following claims.
In the drawings :
Figure
is a perspective view of a car coupling device embodying my
improvements.
Figure 2 is a vertical sectional view, taken on a longitudinal plane, showing the
knuckle and locking lever mechanism in normal locked position.
Figure 3 is a corresponding vertical sectional view, showing the mechanism in
open position.
Figure 4 is a vertical transverse sectional view, taken on the line 4-4, Fig. 2. ·
Figure 5 is a horizontal sectional view, taken on the line 5-5, Fig. 4.
Figure 6 is a corresponding horizontal sectional view, taken on the line 6-6,
Fig. 4.
Figure 7 is a detail perspective view of the angular knuckle, taken from the
rear side.
Figure 8 is a detail perspective view of the main locking lever and its
supplementary lever.
Figure 9 is a perspective view, showing the rear end of the coupler-head.
Figure 10 is a perspective view of the buffer socket which receives the rear
end of the coupler-head.

page_text: Figure is a perspective view of the buffer socket, showing the parts
separated.
Figure 12 is a detail vertical sectional view of the buffer mechanism.
Figure 13 is a detail horizontal sectional view of the buffer mechanism.
Figure 14 is a detail transverse sectional view, taken on the line 14-14,
Fig. 13.
•
Corresponding parts in all the figures of the drawing are denoted by the same
letters of reference.
This class of car coupling devices, as heretofore commonly used, have been
provided with a sliding locking device or block adapted to be engaged by the
inclined surface of the tailpiece of the knuckle as the latter swings into the
recessed coupler-head for raising or moving the locking device out of the path of
the tailpiece in coupling and to connect the locking-block with a swinging or
rotating portion of the angular knuckle, so as to positively throw the knuckle
open or into coupling position at the same time that it is unlocked and by the
unlocking movement of the locking device, the block being adapted to return to
normal position either by gravity or the force of a spring or weight, so as to lock
the tailpiece of the knuckle in the recess of the coupler-head, and thereby lock the
angular knuckle when two opposing coupler-heads are brought into engagement
with each other; but it has been found in practice that the locking device or
block is liable to be broken or bent, so as to seriously interfere with the action
thereof or render the sane inoperative by the sudden knocks which it receives
when the tailpiece is struck by an opposed coupling device in the act of coupling
the cars.
To overcome this objection, 1 dispense with a sliding block mechanism
and adapt the tailpiece to close without striking the device by which it is locked,
and at the same time automatically lock the angular knuckle in proper position
when coupled to an opposed coupler-head, and adapt the locking device to throw
the knuckle open in the act of unlocking it, the locking device being itself retained
by the knuckle when open in such position that the tailpiece of the knuckle cannot
strike, it in the act of coupling the cars, so that bending or breaking of the locking
device or injury to the coupler-head by sudden thrusts or strokes of the tailpiece
against the locking-block prevented.
Referring to the drawings, A designates a draw-head or coupler-head, which
may be of the detail construction shown or of any other preferred form, and which is
provided at one side with the usual guard-finger, a, and at the opposite side with
the usual forward extension, a', to which is pivoted the angular knuckle, B; in the
usual manner, said head being also provided in said extended side with an internal
recess or slot, a², within which the locking device, C, may be housed and adapted
to work. The tailpiece, b, of the knuckle B may be of the usual construction and
arranged to swing into the recess a² as usual and be locked therein by the locking
device. I will now proceed to describe the locking device C..
C' designates a main lever, or lever of the first order, which is pivoted within
the recess a of the coupler-head, so that its bottom portion or long arm, c, may
swing in a vertical plane within limits determined by the depth of the slot or
recess in which it works, said arm c being preferably of a weighted form or
construction, so that it may fall by gravity and lock the tailpiece of the knuckle
in coupling position when said tailpiece is swung into the recess of the coupler-
head. The lever C' is provided with a short top arm, c', having a tongue, c², which
may be twisted or otherwise formed with incliued upper and lower bearing-
surfaces arranged at an angle to the axis or pivot of the lever for engagement
with a cam-slot, 2, formed in the hub of the knuckle B, so that when the long
arm of the lever is raised the lower inclined surface of the tongue c² will, bear
upon the lower inclined surface of the cam-slot or groove 62 and rotate the knuckle
upon its pivot, by which construction and arrangement the knuckle will be thrown
open at the same time that it is unlocked. The position of the parts when the
knuckle is open is shown in Fig. 3. When in this position, it will be noted that
the upper inclined surface of the tongue will be in contact with the upper

page_text: inclined surface of the cam-slot or groove b³, and by reason of the preponderance
of weight of the long arm of the lever the latter will tend to close the knuckle;
but on account of the friction sufficient resistance will be afforded to adapt the
knuckle to hold the long arm of the lever in an elevated position unless the cars are
in motion, in which case the pounding or jarring of the parts will cause the knuckle
to close; but in any event the parts are so constructed that the tailpiece of the
knuckle will be thrown nearly to the limit of its movement within the recess before
the longer or weighted arm of the lever has been lowered far enough to be struck
thereby, and as the tailpiece completes its inward movement the weight of the
arm c will cause the latter to drop down between the tailpiece and the inner wall
of the recess
or slot a³, so as to lock the tailpiece in coupling position, the
upper end of the cam-slot or groove being open or so constructed that the
tongue may escape therefrom and rise above the hub of the knuckle to permit
the long arm to move forward sufficiently to lock the tailpiece.
D designates a link or supplementary lever, comprised in the locking device C,
which is pivotally connected to the lower arm of the locking lever C' and by which
the latter is raised to unlock the knuckle. This lifting link or supplementary lever
has its top end extended upwardly and through a slot, a³, formed in the coupler-
head at the top of the recess a³, and a chain or link, D', may be directly connected
to the projecting top end of the lifting link or supplementary lever D so that it
connects the latter with a rock-shaft or crank-arm within convenient reach of the
operator at the side of the car or in other convenient position for unlocking the
coupling when desired. Any suitable form of lifting device may be connected to
the top end of the pivoted lifting link or supplementary lever D, by which the
locking mechanism may be conveniently and safely operated from the sides or
top of the car.
The pivoted link D is extended downwardly at the side of the lever C, below
it's pivotal connection therewith, as at d, and said pivotal connection is formed by
an elongated slot, d', in the link, through which slot passes the transverse pivot
pin, d. The lower portion d of the link, below its pivotal connection, thus forms
a supplementary locking lever at the side of the main locking lever C and also
forms a supplementary locking device by which the lever C₁ is securely and
effectively retained in normal position and against accidental displacement by
jarring or jolting. In carrying out this locking function, the lower end or bottom.
point, d, of the link or supplementary member D will drop into an auxiliary
recess or slot, dt, at the bottom of the recess a², below the lever C, and thus
retain the latter against accidental swinging movement upon its pivot.
By reason of the elongated pivotal connection between the main locking lever C
and the link or supplementary lever D (embodying the elongated slot d¹ at the
centrally-arranged pivotal connection between the levers C and D) the supple-
mentary pivoted locking lever D has an independent vertical movement with
relation to the lever C¹. Thus, when the lever C¹ and the supplementary lever D
swing down conjointly into locking position the latter will automatically drop in
an independent vertical movement into the auxiliary recess or slot d'. The locking
lever is then locked in position. When it is desired to unlock the knuckle, the
pull upon the pivoted link D will first lift the latter from engagement with the
bottom recess or slot d in an independent vertical movement with relation to
the lever C, while said lever remains stationary, which operation unlocks the
lever C, and the members C¹ and D will then simultaneously swing rearwardly
upon their pivotal connections, thus unlocking the knuckle.
I prefer to incline the bottom of the recess a³ upwardly and rearwardly, as
at a', over which incline the lower ends of the members C and D will travel in
their pivotal movement or operation; and the top portion of the link or
supplementary lever D, above its pivotal connection, is preferably segmentally
curved, as shown at d³, to facilitate its line of travel with relation to the top
slot a³.
The operation of the knuckle and its locking and governing mechanism will

page_text: be readily understood from the foregoing description, taken in connection with
the accompanying drawings, and may be briefly explained as follows: Assuming
the parts to be in position shown in Figures 1, 2, and 6, the bottom portion or
long arm of the main locking lever C₁ may be raised by lifting the link or
supplementary lever D. In this operation, the lever D first moves in its independent
vertical movement until its bottom end or point passes from engagement with
the bottom recess or slot d of the coupler-head, to disengage the locking devices
from locked connection with the coupler-head, when, during the further pull upon
the link or lever D, the two conjointly pivoted members C and D move rearwardly
upon their pivots. When the levers move rearwardly sufficiently to clear the
passage for and unlock the tailpiece the shorter arm of the main lever C¹ will
engage the cam-slot in the coupler-head and the instant the tailpiece is unlocked
it will be thrown open by the engagement of the lower cam-surface on the
arm with the lower inclined surface of the can-slot 62, thus simultaneously
unlocking the knuckle and throwing it open or into coupling position, as shown
in dotted lines in Figure 6 and in full lines in Figure 3. In this latter position,
the knuckle being open, the upper inclined surface of the tougne will engage
the upper inclined surface of the cam-slot 62, so that in such position the lever C
will tend to close the knuckle, particularly if the coupler be pounded or jarred by the
motion of the car or otherwise; but under ordinary conditions the friction between
the engaging surfaces of the lever C' and knuckle will be sufficient to cause the
knuckle to hold the long arm of the lever in an elevated position, and in any event the
locking devices C and D cannot fall or be lowered into position to be struck by
the tailpiece until the latter has moved inwardly past the path of movement of the
levers, so that pounding of the locking device and consequent injury thereto and
to the coupler-head are avoided. It will be noted that the relative construction and
arrangement is such that the supplementary lever D is sustained in unlocked
position by the main lever C¹, by reason of its pivotal connection therewith, so
that both members of the locking device are held in elevated position at the rear
of the recess a². When an adjacent or opposed coupling device is brought into
coupling engagement with the coupler-head with the knuckle open, the tailpiece
of the knuckle of the opposed coupling device will strike the tailpiece 6 of the
knuckle B and move the latter inwardly into the recess a², and at the same time
the bottom portion or long arm of the lever C' and the lower extended portion of
the pivotally connected supplementary lever D will be lowered either by gravity
or by the effect of the camming action of the cam-slot 62 with the cam-surface c² of
the main lever C', or by the effect of both gravity and the cam action; and, after
the tailpiece has passed far enough into the recess or slot to permit, the short
arm or tongue e² of the lever C¹ will escape from the cam-slot, while its long arm
moves forwardly in simultaneous action with the extended bottom portion of the
supplementary pivoted lever D into the full forward position in which the
members C and D conjointly lock the tailpiece, as indicated in Figures 1, 2,
and 5. When this forward limit of movement is reached by the levers C and D,
to lock the tailpiece as above set forth, the supplementary lever D will
automatically drop in its independent-vertical movement upon the main lever C¹,
so that its bottom end projects into the auxiliary recess or slot d', in which position
the supplementary lever D operates to retain the locking mechanism in positive or
locked position against accidental movement by jarring or jolting.
In some cases it may not be necessary that the short arm of the main lever C'
should actually pass or escape from the cam-slot 62, provided sufficient play is
permitted to adapt the long arm of the lever C¹ to move far enough to lock the
tailpiece, nor is it absolutely essential that the long arm of the lever should be
weighted, as the positive action of the cam-slot thereon will compel its movement
in both directions, to wit: in both rising and falling; but a weighted arm is
preferable to ensure the locking of the tailpiece the instant the latter has moved
past the path of movement of said arm. A stud or pin on the short arm of the
lever might also take the place of the inclined or cam-surfaces.

page_text: Under some circumstances, the connection of a simple lifting link to the lower
arm of the main lever C¹, in lieu of the lifting link and supplementary locking
lever D, would enable the cam operation of the knuckle and lever Cĭ without
supplementary provision for locking said lever C in position. But the improvel
supplementary locking means, comprised in the locking device, as herein described,
is important to ensure the positive retention of the lever C¹ in position against
accidental movement upon its pivot caused by jarring or jolting. The improved
lifting link or supplementary lever D, pivotally mounted and operating as herein
described, is adapted for use upon various types of car coupling devices of the
general character herein shown, and its effective application is not limited to the
specific construction of main locking lever and general mechanism herein illustrated.
This improved supplementary locking mechanism is adapted for effective application
upon various car coupling devices of the general type which comprises a recesse 1
coupler-head carrying an angular knuckle having a tailpiece adapted to swing into
said recess, and a lever pivoted witbin said recess and having an arm adapted to
swing into the path of movement of the tailpiece and lock the latter in coupling
position.
To provide for a free spring movement of the improved draw-head or coupler-
head A, the latter is preferably provided with an exteriorly flaring or rearwardly
and outwardly inclined rear end, E, upon the exterior flaring surface, e, of which
are formed projecting lugs, as shown. This series of lugs preferably comprises two
laterally projecting lugs, el el, at either side, and two lugs, 2 e², respectively at the
top and bottom, from which top and bottom lugs extend projecting ribs, ³, in a
longitudinal plane. The rear end E is interiorly recessed, as at ell, the general
conformation being such that a hollow rear end with exteriorly flaring side walls
having projecting lugs is formed. This end E is comprised in the improved buffer
mechanism by means of which the free spring action of the coupler-head A is
secured, and said end is received by and housed within a buffer socket, F, which is
adapted to be secured to the car in any suitable or desired manner and comprises a
base plate, f, from which projects the socket portion, F¹. This socket or housing
comprises walls or flanges, f¹, projecting from the base plate f, and interiorly
flaring or inclined forwardly and outwardly, as shown at f. The flaring socket
or housing corresponds in its general interior contour to the exterior of the flaring
end E of the coupler-head, so that approximately a dovetail connection between
the retaining socket and the end of the coupler-head is formed. The size of the
socket in relation to the enclosed end E is such that the latter may move freely
within the former in a longitudinal, vertical, or lateral plane with the proper
degree of play.
Interiorly in the walls of the socket F, at the top and bottom, are formed
channels or recesses, ³, adapted to receive the ribs e³ upon the coupler-head, and
these channels or recesses terminate at their outer ends in shoulders, f, which
operate in connection with the lugs e as limiting stops in the outward movement of
the coupler-head with respect to the socket. The channels f³ also operate in
connection with the ribs e in limiting the lateral movement of the coupler-head,
and to permit sufficient and free play the channels are of greater width or diameter
than the ribs. At each side the socket, interiorly in its walls f', are formed
similar channels or recesses, ³, terminating in shoulders, f, at their outer ends, in
which channels the laterally projecting lugs e¹ of the coupler-head are adapted to
operate, and the shoulders form limiting stops in conjunction with said lugs.
Between the base plate ƒ of the socket and the bottom, e, of the hollow or
recessed end of the coupler-head, are interposed coiled springs, G G, preferably
arranged in parallel position on a horizontal plane. The improved relative
construction and arrangement of the buffer mechanism as above described thus
secures the coupler-bead in connection with the buffer socket and permits a free.
play of the coupler-head in a longitudinal, vertical, and lateral plane against the
tension of the enclosed coiled springs. The buffer springs in this improved
construction are also enclosed so that they are not directly exposed to external
conditions.

page_text: I prefer to form cylindrical sockets or recesses, 9 g, upon the inner face of the
base plate of the socket and upon the bottom e of the end recess of the coupler-
head, which receive and retain the respective ends of the buffer springs G.
To provide for the insertion of the end E of the coupler-head in the retaining
buffer socket F, the latter is preferably constructed in two pieces, each carrying
a half section of the projecting walls. In carrying out this arrangement, the
base plate can carry the lower half section of the walls f, as shown, and be
provided at the ends of said wall section with laterally projecting flanges, f, from
which extend upwardly projecting top flanges, f³, and the top half section of the
projecting walls f¹ can be carried upon a supplementary plate, F2, adapted to be
secured to the base platef by bolts or in any other suitable manner and having
laterally projecting end flanges, f, resting against the flanges f' and having top
recesses, 10, receiving the corresponding top flanges f8. At the outer ends of the
lateral flanges f' are formed flanges, f", at right angles thereto, which engage the
outer edges or ends of the flanged portion f'. These relatively flanged ends form
a secure locking connection between the two sections of the buffer socket and
ensure the maximum of strength.
It will be understood that, in lieu of the buffer mechanism herein shown and
described, the improved coupler-head A may be connected with the car in any
suitable or desired manner, and that said buffer mechanism is also adapted for
effective use in conjunction with other forms of coupler-heads.
I do not desire to be understood as limiting myself to the specific construction
and arrangement of the various parts as herein shown and described, nor to the
specific correlative arrangement of the coupling device and locking mechanism and
buffer mechanism as herein shown, but reserve the right to all such variations and
modifications, or adaptation of the mechanisms to different uses, as properly fall
within the spirit and scope of my invention and the terms of the following
claims.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
:~
1. A car coupling device, comprising a coupler-head having a recess therein,
an angular knuckle having a tailpiece adapted to swing into said recess and
provided with an inclined slot or groove in the hub thereof, a lever pivoted within
said recess and having one of its arms in engagement with said cam-slot and its
other arm adapted to swing into the path of movement of the tailpiece so as to
lock the latter, said lever being adapted to unlock the tailpiece and simultaneously
open the knuckle, and locking devices connected with said lever for locking it in
normal position, substantially as set forth.
2. A car coupling device, comprising an angular knuckle having a tailpiece
adapted to swing into a recess in the coupler-head, a lever pivoted within said
recess and having one of its arms engaging an inclined groove or cam-slot formed
in the hub of the knuckle and its other arm arranged to move across the path of
movement of the tailpiece-and-lock-the-latter in coupling position, said lever being
adapted to positively open the knuckle the instant the latter is unlocked and by
movement of the unlocking device, and devices connected with said lever for
locking the same in normal position, substantially as set forth.
3. A car coupling device, comprising a coupler-head having a recess therein,
an angular knuckle pivoted to said head and provided with a tailpiece adapted t>
swing into said recèss and also provided with an inclined cam-slot or groove,
lever pivoted within said recess and having a short arm in engagement with said
cam-slot and a weighted arın adapted to move across the path of movement of
said tailpiece and lock the latter in coupling position, said lever being adapted to
unlock the knuckle and simultaneously open the same when its long arm is raised,
and devices connected with said lever for locking the same in normal position,
substantially as set forth.

page_text: 4. A car coupling device, comprising a recessed coupler-head having an angular
knuckle pivoted thereto and provided with a tailpiece adapted to swing into said
recess, the hub of the knuckle being provided with an inclined open-ended slot.
having upper and lower inclined or cam-surfaces, a lever pivoted within the recess:
of the head and having a long arm adapted to swing into position to lock the
tailpiece of the knuckle and a short arm provided with inclined bearing-surfaces.
for engaging said inclined slot, whereby when the long arm of the lever is raised!
so as to unlock the tailpiece the knuckle will be simultaneously positively opened!
by the engagement of the short arm of the lever with the cam-surface of the slot,
the knuckle being adapted to sustain the long arm of the lever in an elevated
position and prevent its locking end from moving into the path of the tailpiece
to be struck thereby, and devices connected with said lever for locking the same in.
normal position, substantially as set forth.
5. In a car coupling device comprising a coupler-head carrying a knuckle and a
lever adapted to swing into the path of movement of said knuckle and lock the
same, a lifting link or supplementary lever pivotally connected to the locking lever
and extended downwardly so that it will engage with the coupler-head and lock
the main lever in position, substantially as set forth.
6. In a car coupling device comprising a coupler-head carrying a knuckle aud a.
lever adapted to swing into the path of movement of said knuckle and lock the
same, a lifting link or supplementary lever pivotally connected to the locking lever
and having the lower portion extending below its pivotal connection and at the
side of the main lever and projecting at the bottom of the latter, said pivoted.
supplementary link or lever forming a catch for engaging the coupler-head and
locking the main lever in position, substantially as set forth.
7. In a car coupling device comprising a coupler-head having a recess and
carrying a knuckle and a lever pivoted in said recess and adapted to swing into the
path of movement of the knuckle and lock the same, a lifting link or supplementary
lever pivotally connected to the locking lever and extending downwardly at the
side thereof, said extension projecting below the main lever and being adapted to
engage an auxiliary recess or slot in the main lever, substantially as set forth.
8. In a car coupling device comprising a coupler-head having a recess and
carrying a knuckle and a lever pivoted in said recess and adapted to swing into
the path of movement of the knuckle and lock the same, a lifting link or supple-
mentary lever having an elongated pivotal connection with the locking lever and
an independent vertical movement with relation thereto and extended downwardly
at the side thereof, said extension projecting below the main lever and being
adapted to engage an auxiliary recess or slot in the main recess, substantially as
set forth.
9. In a car coupling device comprising a coupler-head carrying a knuckle and a
lever adapted to swing into the path of movement of said knuckle and lock the
same, a lock or catch pivotally mounted upon said lever and having an independent
vertical movement with relation thereto, substantially as set forth...
10. In a car coupling device comprising a coupler-head carrying a knuckle, a
double locking lever embodying a main lever and a supplementary lever arranged
at the side of the same, both of said levers being adapted to swing into the path.
of movement of said knuckle and the supplementary lever being adapted to lock
the main lever in position, substantially as set forth.
11. A car coupling device, comprising a coupler-head, a knuckle mounted
thereon, and a lever adapted to swing into the path of movement of said knuckle
and lock the same, in combination with a lifting device embodying means for
locking said lever in position, whereby in the operation of said lever it is conjointly
locked and elevated by the same device, substantially as set forth.
12. In a car coupling device comprising a coupler-head carrying a knuckle
provided with an inclined slot or groove in its hub and a locking lever having one
of its arms in engagement with said cam-slot and its other arm adapted to swing
into the path of movement of the knuckle so as to lock or unlock and simultaneously

page_text: open the same, the combination, with said locking lever, of a lifting link or
supplementary lever pivotally connected to the locking lever and extended
downwardly so that it will engage with the coupler-head and lock the main lever
in position, substantially as set forth.
13. In a car coupling device, the combination, with a lever mounted in
conjunction with a swinging knuckle and adapted to lock the same in position, of a
supplementary link or device pivotally connected with the lever and adapted to
lock the same in position, said supplementary device having an independent
movement upon its pivotal connection with the lever and being conjointly carried
rearwardly by the lever in the rearward swing of the lever upon its pivot,
substantially as set forth.
14. A car coupling device, comprising the coupler-head having a flaring rear
end, a buffer socket having corresponding flaring walls, said end being housed
within the socket, and spring or cushion mechanism operating between the buffer
socket and the rear end of the coupler-head, substantially as set forth.
15. A car coupling device, comprising the coupler-head, a buffer socket
receiving the rear end of said coupler-head, said socket and coupler-head end
having a dovetail connection, and spring or cushion mechanism for controlling the
relation of the buffer socket and connected rear end of the coupler-head,
substantially as set forth.
16. A car coupling device, comprising a coupler-head having a recessed or
chambered rear end, a buffer socket receiving said end, and coiled spring or
cushion mechanism enclosed within said chambered end and buffer socket,
substantially as set forth.
17. In a car coupling device comprising a c upler-head and a buffer socket for
retaining the rear end of the coupler-head, a spring or cushion mechanism housed
within said buffer socket or end connection, substantially as set forth.
18. A car coupling device, comprising a coupler-head having its rear end locked
in connection with a cushioned buffer socket, substantially as set forth.
19. A car coupling device, comprising a coupler-head, a buffer socket having
walls enclosing the rear end of said coupler-head, means for retaining the end of
the coupler-head in locked connection with the enclosing walls of the buffer socket,
and spring or cushion mechanism mounted within the buffer socket and acting with
respect to the end of the coupler-head, substantially as set forth.
20. A car coupling device, comprising a coupler-head having a flaring tear end,
a buffer socket having corresponding flaring walls receiving and retaining said end,
and spring or cushion mechanism mounted within the buffer socket and acting
with respect to said enclosed rear end of the coupler-head, substantially as set
forth.
21. A car coupling device, comprising a coupler-head having an exteriorly
flaring and recessed or chambered rear end, a buffer socket having corresponding
flaring walls receiving and retaining said coupler-head end, and coiled spring or
cushion mechanism mounted within the socket aud chambered end of the coupler-
_head between said respective members, substantially as and for the purpose set
forth.
22. A car coupling device, comprising a coupler-head provided with laterally
projecting lugs upon its rear end, a buffer socket having projecting walls receiving
said end of the buffer head and interiorly recessed and shouldered with respect to
said lugs, and spring or cushion mechanism interposed between the buffer and rear
end of the coupler-head, whereby the coupler-head is locked in connection with the
buffer socket, substantially as set forth.
23. A car coupling device, comprising a coupler-head having laterally projecting
lugs upon its rear end from which extend projecting ribs, a buffer socket having
walls receiving said end and provided interiorly with grooves or channels and
shoulders arranged with respect to said lugs and ribs, and spring or cushion
mechanism interposed between the coupler-head and buffer, whereby the
coupler-head is locked in connection with the buffer socket and has a limited

page_text: movement controlled by the action of the lugs and ribs in respect to the groovės
and shoulders, substantially as set forth.
24. A car coupling device, comprising a coupler-head having a recessed or
chambered rear end provided with exteriorly projecting lugs, a buffer socket
having walls receiving said coupler-head end and interiorly recessed and shouldered
with respect to said projecting lugs, and a spring or cushion mechanism mounted
within the socket and chambered end of the coupler-head, whereby the coupler-head
is retained in locked connection with the buffer socket and has a free spring
movement with relation thereto, substantially as set forth.
25. A car coupling device, comprising a coupler-head having a flaring or
dovetailed rear end, in combination with a buffer socket having corresponding
flaring or dovetailed projecting walls adapted to receive and retain said coupler-head
end, the walled buffer socket being formed in two sections secured together, whereby
by disconnection of said sections the coupler-head may be separated from the
buffer socket, substantially as set forth.
26. A car coupling device, comprising a coupler-head, a buffer socket receiving
the end of said coupler-head and means or devices for interiorly locking the end of
the coupler-head in connection with said enclosing buffer socket, said enclosing
socket being formed of separable sections secured together, whereby the
disconnection of the coupler-head from the socket is enabled, substantially as set
forth.
27. In a car coupling device, a buffer socket adapted to receive and enclose the
end of the coupler-head and provided with means for interiorly locking the end of
the coupler-head in enclosed position, said buffer socket being formed of separable
sections having inter-locking flanged connecting joints, substantially as and for the
purpose set forth.
28. A car coupling device, comprising a coupler-head having an exteriorly
flaring or dovetailed and chambered or recessed rear end provided with exteriorly
projecting lugs, a buffer socket having corresponding flaring or dovetailed projecting
walls receiving and enclosing the end of the coupler-head and interiorly recessed
or shouldered with respect to said lugs, said enclosing socket walls being formed in
separable sections, means for locking said sections together, and a spring or cushion
mechanism arranged within the buffer socket and chambered rear end of the
coupler-head, substantially as set forth.
29. In a car coupling device comprising a coupler-head carrying a knuckle and
a lever or locking device adapted to swing into the path of movement of the
knuckle to lock the same, and provided with connecting means between the locking
lever or device and the knuckle whereby the movement of the locking lever
or device in unlocking the knuckle simultaneously opens the knuckle, the
combination, with said locking lever or device, of a supplementary locking device
or lever pivotally connected to the main locking lever and operating to lock the
same in normal position, substantially as set forth.
30. A car coupling device, comprising a coupler-head carrying an angular
knuckle, a locking lever or device adapted to swing into the path of movement of
the knuckle to lock the same, and connecting means or devices between said
locking lever or device and the knuckle whereby when the locking lever or device
is operated to unlock the knuckle the connecting means operate to simultaneously
open the knuckle, substantially as set forth.
31. A car coupling device, comprising a coupler-head carrying an angular
knuckle having a tailpiece and provided with hub devices for the engagement of a
lever, and a lever adapted to swing into the path of movement of the tailpiece to
lock the knuckle, said lever being provided with a projecting arm or devices
engaging the hub devices of the knuckle whereby the lever operates to unlock the
tailpiece and simultaneously open the knuckle, substantially as set forth.
32. A car coupling device, comprising a coupler-head carrying an angular
knuckle having a tailpiece and provided with cain devices in its hub, and a lever
B

page_text: having a lower arm adapted to swing into the path of movement of the tailpiece to
lock the knuckle and provided with an upper projecting cam or arm engaging the
cam devices upon the hub of the knuckle, whereby said lever operates to unlock
the tailpiece and simultaneously open the knuckle, substantially as set forth.
Dated this 10th day of May 1897.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.