IMPROVEMENTS IN AND RELATING TO COUPLINGS AND APPA- RATUS CONNECTED THEREWITH FOR RAILWAY CARRIAGES OR VEHICLES
Year: 1878

page_text: LETTERS PATENT to Alfred Buckingham Ibbotson and Frederick John Talbot,
both of the Globe Steel Works, Sheffield, in the County of York, for the
Invention of "IMPROVEMENTS IN AND RELATING TO COUPLINGS AND APPA-
RATUS CONNECTED THEREWITH FOR RAILWAY CARRIAGES OR VEHICLES."
Sealed the 11th February 1879, and dated the 2nd November 1878.
PROVISIONAL SPECIFICATION left by the said Alfred Buckingham Ibbotson
and Frederick John Talbot at the Office of the Commissioners of Patents on
the 2nd November 1878.
ALFRED BUCKINGHAM IBBOTSON and FREDERICK JOHN TALBOT, both of the
Globe Steel Works, Sheffield, in the County of York. "IMPROVEMENTS IN AND
RELATING TO COUPLINGS AND APPARATUS CONNECTED THEREWITH FOR RAILWAY
CARRIAGES OR VEHICLES."
This Invention relates to automatice couplings, coupling buffers, and tightening up
apparatus for railway purposes, and comprises various improvements hereinafter
specified.
According to one part of the said Invention we pivot to the draw bar hooks of
railway carriages or vehicles coupling links, which have their projecting ends so
formed and arranged that when these links come together, one link will mount or
rise upon the other link and upon the face of the draw bar hook, and will drop over
the said hook and connect the two vehicles.
These improved coupling links and hooks may be used in the place of the ordinary
safety chains as well as for couplings.
For holding the said coupling links in position for coupling, we employ a peculiar
supporting device, constructed of a piece of metal, and so formed and arranged as

page_text: to hang over or partially enclose the draw hook, and support the coupling link to
which it is attached in the proper position for coupling, and also act as an incline
to assist the opposing link in mounting or rising upon the coupling hook.
This supporting device may be pivotted or hinged to its coupling hook, or made
solid with the link, or may be a loose or separate piece, but we prefer to attach it
to its link in such a manner that when the said link is thrown back for uncoupling
it will act as a support for the uncoupled link when shunting or otherwise.
When the said link is thrown back, a coupling link of any other carriage-or-
vehicle may be attached to the draw bar hook.
This movable or adjustable supporting device may in some cases be dispensed with
by forming a solid bearing or shoulder on the hook to support the link, and prevent
too great a fall of the outer end of the same, so that it hangs in a convenient position
-for-the-reception-of the other or opposing link, or we may construct the coupling.
hook of a separate piece from the draw bar, and so connect it to the coupling link,
which is pivoted to the draw bar, that it may rise and fall with the coupling link
when coupling or otherwise, and by a back-projection-on-the-coupling-hook-or-link-
we may support both hook and link when free in the correct position for coupling
to other vehicles.
We may pivot to the waggon end, above the coupling, a curved faced catch piece
or hook, which may automatically catch and retain the link when thrown back
during the operation of shunting.
When these improved couplings are attached to vehicles whose buffers are of great
length, we may cause the draw bar to project a suitable distance from the end of
the carriage or waggon by a spring placed behind it, and we may form a flange or
vertical projection on the draw bar behind the draw hook, with which projection
the opposing link will come in contact when the buffers are compressed or the
vehicles are brought together, and the said link, by pushing back the draw bar and
compressing the said spring, will prevent injury to the coupling apparatus; or we
may attain the same object by arranging the front faces of the hooks to come in
contact with and so compress the springs, which keep the draw bars in proper
position when free. In this case the said flange or projection is dispensed with.
Or we may modify this part of our Invention by connecting the draw bar with
the buffers by means of a rigid bar or a spring bar placed either inside or outside
the vehicle, and arranged in such a manner that the draw bar hooks and links will
always be held in the exact position for coupling, and will be moved backwards and
forwards with the buffers, so that any injury to the coupling links in the act of
coupling will be prevented.
This modification of our Invention may be applied to any railway carriages or
waggons.
According to another part of this Invention we may apply or form buffer faces
on the sides of the coupling hooks, so that the coupling may act as a central buffer
as well as a coupling.
A. hinged wedge or pair of wedges to insert between the buffer faces when coupled
to prevent oscillation may be attached to these buffer couplings, and may be made
to act automatically or otherwise.*
We sometimes construct the coupling links of such a length that they will be
capable of being coupled to any kind of railway vehicle without having the draw
hooks projecting more than the usual distance, the apparatus being so arranged that
when the buffers are compressed, the end of the link that is coupled or connected
with the hook will mount or rise on the surface of a guide fitted to the end of the
waggon or vehicle, while the end of the link which is not coupled will work freely
below the frame of the opposing vehicle. Or we may construct these coupling links
of two pieces, so jointed together that the one piece may slide within the other as
the buffers of the vehicles are compressed, the end of the coupling link when free
being projected and held in the proper position for coupling by means of a spiral
bow or other spring.

page_text: The coupling links may be attached to connecting links, which pass through the
frame of the vehicle, and be acted upon independently of the draw hook by any
form of tightening apparatus herein described.
To prevent any possibility of the uncoupling of the links during the action of
buffing, we place on the end of the waggon or vehicle against or upon which the
end of the said coupled link slides upward, a projecting catch piece or guard so
arranged as to keep the coupling link from being thrown back by any severe shock
in buffing. This catch picce may be pivotted to the waggon end, and if required
can be arranged to lock the coupling link.
When short coupling links are used we may hinge at the back of the coupling
hook a weiglited arm, arranged to rest upon the top of the coupling hook to
prevent the uncoupling or disengagement of the coupling link through vibration or
otherwise.
We provide for effecting the uncoupling, of these links by means of a double
armed lever pivotted to work freely in a bearing attached to the carriage or vehicle,
and so arranged that it is below the link, and when free it hangs perpendicularly
from the end of the said vehicle. To uncouple the link it is necessary to raise one
arm of the lever into such a position that the end of the other arm thereof can
readily be slipped under the coupled link and lift it free of the hook, and if required
throw it completely back against the end of the vehicle.
The uncoupling of the said links can also be effected by means of a loose lever or
bar having hooked ends; the operator standing on the outside of the vehicle raises
the link with this lever or bar, using the buffer of the vehicle as the fulcrum for the
said lever. When not in use, this lever is supported in bearings placed at the end
of the waggon or vehicle.
For the purpose of saving expense in the use of our apparatus, or when this
coupling is applied to small vehicles, we may connect the draw bar with two short
buffer rods in the manner hereinbefore described, and we may so connect the buffer
rods and draw bar that one spring will serve both for buffing and drawing, or we
may use one spring buffer only at each end of the vehicle, each of such buffers being
placed above or at one side of the draw bar, and so connected with it as to serve
the purposes hereinbefore specified. Or we may use one central buffer, having a
coupling hook and link arranged to work on each side of it, or we may connect the
draw hook to the rod of a buffer placed in the centre of the end beam of the vehicle,
and we may form the coupling link of a circular form, so that it shall not interfere
with the front faces of the buffers. When uncoupling we may lift the link free of
the hook by a lever hinged to the vehicle, and which can be adjusted to prevent the
connection of the couplings when shunting.
When it is important to provide the means whereby the vehicles may be coupled
with their buffers in absolutely close contact, we connect to the draw bars a tight-
ening apparatus, as hereinafter described, such tightening apparatus being operated
from the outside of the carriage or vehicle, so that the danger of entering between
the vehicles for tightening the coupling may be avoided.
We sometimes form the draw bar in two pieces, the ends of which have screw
threads formed upon them, one thread being right and the other left handed;, these
draw bar ends take into the tapped ends of a long open sided sliding loop or frame,
which is made to revolve by means of a worm and wheel or other suitable gearing,
and which by drawing up or slackening the ends of the draw bar shortens or
lengthens the said draw bar, and thus compresses or relieves the buffers. This loop
may have nuts applied at each end to act in the manner above described, and these
nuts may either be fixed or fitted to work loosely in the loop, as may be
required.
The boss of the worm or other wheel which acts upon the loop may be made of
such length as to cause the said loop to revolve at some distance from the point of
its bearing, to enable the operator to see the coupling apparatus while in the act of
tightening up.

page_text: •
The said loop or frame may be circular, square, or of any other convenient form,
' and may be keyed or otherwise connected to its operating wheel. The worm or
other gear wheels may be supported in suitable bearings attached to the frame of
the carriages or vehicles.
Or, instead of using a single loop or frame, we may use two loops, one working
inside the other end connected by means of a hollow right and left handed screw,
through which the square end of the draw bar works. One of the said loops being
caused to revolve-in-the-manner-herein before-described,-causes the other loop_to_
revolve on the right and left handed screw in such a manner as to draw up the
draw bar until the outside buffers are sufficiently compressed; these loops may be
provided with a spring, to allow for buffing, and for regulating the position of the
draw bar.
We sometimes tighten up the carriages or vehicles by adjusting the position of
the bearing against which the draw spring is compressed by using worm wheel-
nuts on the cradle shafts which support the draw spring. These worin wheel nuts
are acted-upon-by-worms from the outside of the vehicles; a light spring may be
used to assist in keeping the draw bars in their proper position. Bevel wheels or
other suitable gearing may be substituted for the said worm wheels.
These tightening apparatus may be actuated from the outside of the carriages
or vehicles by means of a wheel and handle, or by a lever arm or star-wheel or box-
spanner, or otherwise, but we prefer to use a wheel with a handle hinged to it, and
'so arranged that when in use the said handle engages with a slot and radial groove
formed in the outer portion of the wheel, and the said handle can be thrown back
out of the way when not in use.
We provide means whereby coupling buffers of the cylindrical or other type or
kind, wherein coupling links are used may be coupled in almost close contact, as
follows, that is to say-We form the coupling bolt solid or otherwise, with a pro-
In the
jecting inclined flange arranged to work vertically in the buffer head.
operation of coupling the end of the link enters the mouth of the coupling, and
sliding against the inclined face of the flange coupling bolt, thereby lifts the said
coupling bolt until the said link having passed into the coupling head, releases the
coupling bolt, and the bolt drops, thus effecting the coupling of the vehicles.
A small metal box or case may be placed on the top of the coupling head, to act
as a guide for the said flanged coupling bolt, and prevent its being disarranged when
uncoupling or otherwise..
The back of the said coupling bolt being of a greater width than its inclined
flange, it may have a parallel bearing in the coupling head, and as its action is
vertical it can easily be uncoupled by a simple arrangement of levers worked from
outside of the vehicles; and by means of these uncoupling levers the coupling
apparatus may be locked either when coupled or when uncoupled by means of a
locking bar or by the uncoupling levers.
The said coupling pin and inclined flange can be constructed in one piece, thus
reducing their liability to disarrangement.
This inclined flanged bolt may be arranged to couple the link by securing it
either by the flange or by the back edge of the said bolt.
There will be only a slight space between these coupling buffer heads when they
are coupled, but we may provide for reducing or taking up even this small amount
of slack, as follows:-The top or the sides of the coupling head may be made of a
separate piece, and actuated by a separate spring; and by means of a tightening
apparatus as above described, the bottom part of a coupling may be drawn back to
bring the heads of the couplings into close elastic contact; or the heads or tops of
the couplings may be arranged to project or be in advance of the other portion of
the coupling, and the buffers may be thereby made tight by coupling under com-
pression; or we make the head and shaft of the coupling hollow, and so arrange
the shaft of the draw bar to work in it as to draw the buffer faces in close contact
after the coupling is effected; or when fixed links are used in these coupling buffers

page_text: we may connect the fixed end of the link by outside connections or otherwise to a
loose shackle working between the collars of the boss of a nut wheel, which, acting
on the screw thread formed on the coupling shaft, provides for the tightening or
slackening of the coupling by the turning of the wheel.
Or a light buffer is placed above or at the side of the coupling buffer, the carriages
or vehicles being drawn together after coupling by any of the forins of tightening
apparatus herein before described.
Any of these devices for tightening up the said coupling buffers may be used in
connection with any coupling buffers; and in some instances the head of the
buffer may be so arranged that fixed or loose links may be readily inserted by hand
and secured in the buffer head by a moveable slide or bolt.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Alfred Buckingham Ibbotson and Frederick John Talbot in the
Great Seal Patent Office on the 2nd May 1879.
ALFRED BUCKINGHAM IBBOTSON-and-FREDERICK-John_Talbot,_both of the
Globe Steel Works, Sheffield, in the County of York. "IMPROVEMENTS IN AND
RELATING TO COUPLINGS AND APPARATUS CONNECTED THEREWITH FOR RAILWAY
_CARRIAGES_OR VEHICLES."
This Invention relates to automatic couplings, coupling buffers, and tightening up
apparatus for railway purposes, and comprises various -improvements hereinafter
specified.
The said improvements are illustrated in the accompanying Drawings, which we
will now proceed to describe.
Figure 1 is a side elevation of an automatic coupling hook and link.
Figure 2 is a transverse section on the line A, A, Figure 1.
Figure 3 is a plan or top view of Figure 1.
Figures 4 and 5 are side elevations showing other forms of the supporting device
and coupling hook.
Figure 6 is a transverse section on the line B, B, Figure 5.
Figure 7 is a side elevation showing the supporting device pivoted to the hinge
of the link.
gear with
Figure 8 is a side elevation shewing the link thrown backwards out of
its supporting device resting on the shaft at e, and with an ordinary coupling chain
or link attached to the hook.
Figure 9 is a plan or top view of our coupling hook and link.
Figure 10 is a transverse section on the line C, C, Figure 7; a is the hook, b is
the link, c is the supporting device, and d is the flange or vertical projection on the
draw bar.
Figure 11 is a plan or top view of our automatic coupling hook and link showing
the arrangement of the under frame of the vehicle with a spiral spring f to cause
the apparatus to project and a conical draw spring g, also showing the end of the
link b coupled thereon pushing against the flange d.
Figure 12 is a plan of the same with an india rubber draw spring h.
Figure 13 is a plan of the same with a laminated draw spring i, and with the
buffing spiral spring enclosed in a cover or loop j
Figure 14 is a plan shewing the shaft of the coupling hook arranged in
combination with two spiral buffing springs f, f, and an india rubber draw spring h.
Figure 15 is a plan of a coupling link with a buffing spring f behind the india
rubber draw spring h, and fitted with a tightening up apparatus.
Figure 16 is a side elevation, and Figure 16a an end elevation of the said
tightening up apparatus; k, l, are the worins, and 1, l, the worm wheel nuts of the
same.
Figure 17 is a side elevation-of-a-pair-of- long link automatic couplings coupled
with considerable space between the faces of the side buffers.
Figure 17a is a side elevation of the same with the side buffers compressed or
pushed home, and showing the guide m up which the end of the link has mounted,
fitted with the catch n to prevent the throwing of the link out or backwards by a
.collision.
Figure 18 is a plan or top view of Figure 17.
Figure 19 is a side elevation showing a guard o which will not only prevent the
throwing back of the link, but will lock it securely and guide it downward after
sudden compression infallibly into the hook below,

page_text: Figure 20 is a side elevation partly in section, and Figure 21 is a plan showing
the improved arrangement wherein we employ only one side buffer p at each end of
each, vehicle fitted with our automatic couplings, and shewing the vehicles coupled
and with the projecting ends of the hooks arranged to come in contact for the
compression or forcing in of the same, the flange d, shewn in Figure 1, being
dispensed with. Figures 20 and 21 also shew in elevation and plan a modified
form of our tightening up apparatus, in which we employ a worn, a worm wheel,
and a sliding loop q, which actuates the draw bar by right and left handed screw
threads.
Figure 22 is a transverse section on the line D, D, Figure 21.
Figures 23 and 23 are side elevations, and Figure 24 is a section of a wheel
handle with a radial slot and pivoted handles for the purpose hereinafter
specified.
Figure 25 is a sectional plan of another modification of the tightening up appa-
ratus where bevel wheels t are used for actuating the sliding draw hooks.
Figure 26 is a sectional end view of the same."
Figure 27 is a sectional plan of an arrangement similar to that shewn in Figure
25, but with the spiral spring inside the loop.
Figure 28 is a sectional end view of the same.
Figure 29 is a sectional plan illustrating a modification of this arrangement,
whereby two loops are employed instead of one, as in Figure 25.
Figure 30 is a sectional end view of the same.
Figure 31 is a transverse section on the line E, E, Figure 29.
Figure 32 is a plan showing the method of connecting the outside buffers withi
the central draw bar by a cross piece u, so that the latter may be carried back with
the buffers while they are being compressed.
Figure 33 is an end elevation partly in section.
Figure 34 is a plan showing a method of connecting the side buffers with the
draw bar by spring bars v, v.
Figure 35 is a plan showing a modification of the apparatus shewn in Figure 32.
Figure 36 is a sectional side elevation, and Figure 37 is a sectional plan showing
modified forms of the tightening up apparatus represented in Figure 21.
Figures 38, 39, and 40 shew in side elevation, end elevation, and horizontal
section details of the same.
Figure 41 is a side elevation, partly in vertical section, of a pair of automatic
coupling buffers, showing the same coupled and fitted with the flanged coupling
bolts or vertical locking pins w.
Figure 41 is a section of the said bolt on the line <*> **
Figure 42 is a sectional end or front view of one of the said coupling buffers.
Figure 43 is a sectional side elevation of a coupling buffer with a coupling bolt
of modified form.
Figure 43 is a section of the said bolt on the line y*, y*.
Figure 43b is a perspective view illustrating a modified form of the coupling
bolt.
Figure 44 is a side elevation, and Figure 45 is a plan showing buffer faces applied
to or combined with the coupling link and hook. .
Figure 46 is a side elevation, Figure 47 a front elevation, and Figure 48 a plan
of a coupling buffer, and illustrating a simple method of inserting the coupling link
into the coupling head, and a bolt or slide y for securing the link when inserted.
Figures 49, 50, and 51 are side elevations, and Figure 52 is a plan shewing
modified forms of coupling buffers having the top part of the coupling head so
constructed that it can be projected forward beyond the face of the coupling to
take up the "slack" between the-buffer faces when the buffers are coupled."
Figure 53 is a side elevation illustrating a method of insuring tight coupling by

page_text: using an independent buffer placed above the coupling in combination with
uncoupling levers.
Figure 54 is a front elevation of the same.
.
Figure 55 is a side elevation, Figure 56 a front elevation, and Figure 57 a plan
showing modified forms of the said uncoupling levers.
Figure 58 is a side elevation showing a weighted arm ¹ for securing the coupling
link when coupled.
Figure 50 is a side elevation, Figure-60-a-sectional-front-elevation,-and-Eigure.61
a plan of a coupling buffer having a hollow shank through which the draw bar is
drawn when the buffer faces are being fixed in close contact; Figure 61a is a
section on the line 2, 2.
Figure 62 is a side elevation, and Figure 63 is a plan of automatic coupling links
which are not made in one solid piece, but which are kept in position when free by
means of a spring, so that such links may shorten or lengthen as the buffers are
compressed or uncompressed.
Figure 64 is a side elevation of a pair of coupling buffers illustrating a manner
of attaching to a coupling buffer head a wooden or other wedge supported by side
arms, which may work telescopically, as shown, and allow for the insertion of one
of the said wedges by hand between the buffer faces in order to ensure tight
coupling.
Figure 65 is a side elevation of an automatic coupling link and hook attached to
à buffer rod.
Figure 66 is a plan of the said coupling link.
Figure 67 is a side elevation, and Figure 68 is a plan of an automatic coupling
buffer provided with an external shackle and an outside nut wheel, which, being
connected with and acting upon the coupling link, provides for the tightening up of
the said coupling.
Figure 69 is a side elevation, and Figure 70 is a plan of an automatic coupling
hook as constructed to work in connection with the tightening-up apparatus shewn
in Figures 67 and 68.
Figures 71 and 72 are plans of automatic couplings and hooks arranged in
duplicate to work with a central buffer.
Figure 73 is a side elevation of a modification of the automatic link and hook
coupling, the hook being made in one piece with the link and pivoted to the draw
bar.
Figure 74 is a side elevation showing the said hook and link thrown back to
prevent coupling, and retained in this position by an automatic catch piece.
Figures 75, 76, and 77 are a side elevation, an end elevation, and a plan shewing
lever appliances for uncoupling the links.
We will now describe by the aid of the above Figures of the Drawings the manner
in which our various improvements are carried into practice.
In some instances we pivot to the draw bar hooks a of railway carriages or
vehicles coupling links b, which have their projecting ends so formed and arranged
that when these links come together one link will mount or rise upon the other link
and upon the face of the draw bar hook, and will drop over the said hook by its
own weight and connect the two vehicles.
These coupling links and hooks may be used in the place of the ordinary safety
chains, as well as for couplings.
As ordinary safety chains usually hang so loosely when coupled that the ordinary
screw couplings are drawn out at least to their full extent before any pulling strain
is exerted upon such safety chains, they not only afford no extra resistance to the
breaking of such central couplings, but when the latter do break, such is the
violence of the sudden pull or shock upon these safety chains that they are them-
selves almost invariably broken; this liability to breaking which renders them
tiseless is the chiof cause of their abandonment on many railways. But we provide
the means for obviating this difficulty by applying our automatic coupling links

page_text: with or without any of the modifications or improvements herein described to such
vehicles, that is to say, we provide what we term "side safety coupling hooks and
links," in place of the ordinary safety chains on each side of the central coupling
apparatus in about the position shown at A*, Figure 37, and attach to the shafts of
the same suitable draw springs. By this arrangement a whole train of vehicles can
be automatically and instantaneously coupled together by the mere pressure of a
locomotive to bring them into contact with each other (whereby the train can at
once be drawn away, or in case no central coupling be required can be started with
safety) and this whole train of vehicles will be thereby coupled together sufficiently
closely to enable the railway porters, who can with perfect safety pass in between
the vehicles while they are standing still, to attach and screw up the central couplings
with ease and certainty. The projection of these side safety coupling links can be
so arraged that by the screwing up of the central couplings their pull may be
sufficiently eased or slackened to allow the passing of the train around the sharpest
curves with little or no strain upon their draw springs, or to enable them to be
thrown by hand entirely out of gear for uncoupling. Any of the devices termed
guards and guides, hereinafter described, to prevent the link ends from striking
the end of the vehicle, may be used in connection therewith when the side buffers
attached to the vehicles do not project far enough when under conpression to
prevent this striking. Another important advantage in the use of these "side
safety coupling links and hooks" may be obtained by so arranging their draw
springs and their relative projection from the ends of the vehicles that before the
whole or even one half of the "camber" is drawn out of the springs of the central
couplings the draw springs of these side safety couplings may come into play,
thereby almost trebling the elastic resistance to any severe pulling strain, and so
effectually preventing the breaking of the central couplings.
For holding the said coupling links b in position for coupling we employ a peculiar
supporting device c constructed of a piece of metal, and so formed and arranged as
to hang over or practically enclose the draw hook a or the front portion thereof,
and support the coupling link b to which it is attached in the proper position for
coupling, and also act as an incline to assist the opposing link in mounting or rising
upon the coupling hook a. This supporting device may be pivoted or hinged to
its coupling hook, as in Figures 1, 3, 4, 7, 8, 9, and other Figures of the Drawings,
or made solid with the link, or may be a loose or separate piece enveloping a portion
of the links, as shewn in Figures 5 and 6, but we prefer to attach it to its link b in
such a manner that when the said link is thrown back for uncoupling it will act as
a support, as shewn at e in Figures 7 and 8, for the uncoupled link when shunting
or otherwise, and when the said link is thrown back out of gear, as shewn in
Figure 8 and in dotted lines in Figure 7, a coupling link of any other carriage or
vehicle may be attached to the draw bar hook as seen in Figure 8.
We may construct the coupling hook a separately from the draw bar, and so
connect it to the coupling link b which is pivoted to the draw bar that the said.
hook may rise and fall with the coupling link when coupling or otherwise, and by
a back projection on the under portion of the coupling hook or link, or on both, we
may support both hook and link when free in the correct position for coupling to
other vehicles, as shewn in Figures 73 and 74. We may pivot to the wagon end
above the coupling a curved faced catch piece or hook, as shewn at Q, Figure 74,
and so arranged as to automatically catch and retain the link b, when thrown back
during the operation of shunting.
When these improved couplings are attached to vehicles whose buffers are of
great length, or where the buffers used on the line vary greatly in length, we may
cause the draw bar to project a suitable distance from the end of the carriage or
wagon by a spring placed behind it as shewn at f, Figure 11, and in other Figures
of the Drawings, and we may form a flange or vertical projection d on the draw
bar behind the draw hook as shewn in Figures 1, 3, 11, and in other Figures, with
which projection the opposing link will come in contact, as shewn at b¹ in Figure 11,

page_text: when the buffers are compressed or the vehicles are brought together. Moreover
the said link by pushing back the draw bar and compressing the said spring will
prevent injury to the coupling apparatus; or we may attain the same object by
arranging the front faces of the hooks a to come in contact with each other as
shewn at din Figure 20, and so compress the springs which keep the draw bars in
proper position when free. In this last described arrangement it will be seen that
the aforesaid flange or projection d is dispensed with.
Or-we-may-modify this part of our Invention_by_connecting the draw bar with
the buffers by means of the rigid bar in Figures 32 and 33, or spring bars v in
Figure 34, placed either inside or outside of the vehicle, and arranged in such a
manner that the draw bar hocks a and links b will always be held in the exact
position required for coupling, and will be moved backward and forward with the
buffers, so that injury to the coupling links in the act of coupling will be
prevented.
This modification of our Invention may be applied to any railway carriages or
-wagons.-
According to another part of this Invention we may apply or formn buffer faces
on the sides of the coupling hooks a and automatic coupling links b, as shewn in
Figures 44 and 45, so that the coupling may act as a central buffer as well as a
coupling, and thereby furnish a cheap automatic coupling buffer.
A hinged wedge or pair of wedges 6*, to be inserted between the buffer faces
when coupled, to prevent oscillation, may be attached to these or any of our buffer
couplings, and may be made to act automatically or otherwise. The said wedge or
wedges may be made of wood bound with iron straps, and be attached to the heads
of the buffer couplings, as shown in Figure 64, by hinged telescopic sliding
supports c*. The said wedges when not in use may rest upon the top of each head,
and will not interfere with the raising of the locking pin for uncoupling. After
the automatic coupling of the vehicles is effected one of these wedges may easily
be raised, and its sliding supports may be sufficiently drawn out to permit the
wedge to be inserted by hand between the buffer faces. In Figure 64 one of these
wedges is shown resting on the head of its apparatus; and the other inserted between
the buffer faces to prevent oscillation.
We sometimes construct the said coupling links of such a length that they may
be coupled to any kind of railway vehicle without having the draw hooks a pro-
jecting more than the usual distance, the apparatus being so arranged that when
the buffers are compressed the end of the link b that is coupled or connected with
the hook will mount or rise on the surface of a guide m fitted to the end of the
wagon or vehicle, as shown in Figures 17, 17, 18, and 19, while the end of the
link which is not coupled will work freely below the frame of the opposing
vehicle.
To prevent any possibility of the uncoupling of the links b during the action of
buffing we place on the end of the wagon or vehicle against or upon which the end
of the said coupled link slides upward a projecting catch piece or guard, shewn at
n, Figures 17 and 19, and attached to the guide m, or otherwise so arranged as to
keep the coupling link from being thrown back by any severe shock in buffing.
This catch piece may be pivoted to the wagon end, as shown at n¹ in Figure 19;
and if required may be arranged to lock the coupling link by its lower end, as
shown at o.
Or we may construct the coupling link of two pieces or parts so jointed together
that one piece may slide within the other, and thus contract or shorten the link as
the buffers of the vehicles are compressed, the end of this coupling link when free
being projected and held in the proper position for coupling by means of a spiral
bow or other spring. One arrangement for carrying this part of our Invention into
effect is shewn in Figures 62 and 63.
When short coupling links are used we may hinge at the back of the coupling
hook a a weighted arm arranged to rest upon the top of the said coupling hook to

page_text: prevent the uncoupling or disengagement of the coupling link through vibration
or otherwise, as shewn at c¹ in Figures 58 and 62.
We provide for effecting the uncoupling of these links by means of a double
armed lever pivoted to work freely in a bearing attached to the carriage or vehicle,.
and arranged below the link b, and so that when free it hangs perpendicularly from
the end of the said vehicle. To uncouple this link it is necessary to raise one arm
of the said lever into such a position that the end of the other arın thereof can
readily be slipped under the coupled link and lift it free of the hook, and if required
throw it completely back against the end of the vehicle, as shewn in Figure 57.
These links may also be uncoupled by the lever appliances shown in Figures 75,
76, and 77.
The uncoupling of the said links can also be effected by means of a loose lever or
bar having hooked ends. The operator standing on the outside of the vehicle can
raise the link with this lever or bar, using the buffer of the vehicle as the fulcrum
for the said lever. When not in use this lever is supported in bearings placed at.
the end of the wagon or vehicle.
For the purpose of saving expense in the use of our apparatus, or when this
coupling is applied to small vehicles, we may connect the draw bar with two
short buffer rods in the manner hereinbefore described, and we may so connect the
buffer rods and draw bar that one spring will serve for both buffing and drawing,
as shown in Figure 35; or we may use one spring buffer only at each end of the
vehicle, this buffer being placed at one side of the draw bar, as shown in
Figure 21, that is to say, we provide each end of the carriages or vehicles with a
buffer at one side, the other side of each end being vacant or unprovided with a
buffer; and to accomplish the desired object the buffer must be placed in the saine
position at each end of all of the vehicles, so that when any two of them are coupled
together by either end the buffer of one vehicle will be opposite the vacant side of
the other vehicle, and there will always be one buffer acting between each side of
the two vehicles. We prefer to provide blocks.pl for the buffers to act against.
By this arrangement of one buffer at one side of each end of the vehicles we are
enabled to reduce the cost of the rolling stock while retaining the advantage of
fixing the buffers at the sides, which are the strongest parts of railway vehicles as
usually constructed.
Or we may use one central buffer having a coupling hook a and link b, arranged
to work on each side of it, as shewn in Figures 71 and 72. The buffer shewn in
Figure 72 has the two side links connected to its shaft or rod, and the spring so
arranged that it will act as both a buffing and drawing spring. The wedge shewn
in Figure 64 may be readily attached to this apparatus for taking up the "slack;"
or we may connect the draw hook to the rod of a buffer placed in the centre of the
end beam of the vehicle, and we may form the coupling link of a circular form or
annular, as in Figures 65 and 66, so that it will not interfere with the front faces
of the buffer when thrown back out of gear. When uncoupling we may lift the
link or links free of the hook by a lever hinged to the vehicle, and which can be
adjusted to prevent the connection of the couplings when shunting.
When it is desirable to provide means whereby the vehicles may be coupled with
their buffers in absolutely close contact we connect to the draw bars a tightening
apparatus, as hereinafter described, this tightening apparatus being operated from
the outside of the carriage or vehicle so that the danger of entering between
the vehicles for tightening the coupling may be avoided. This arrangement is illus-
trated in Figures 15, 16, 10, 20, 21, 22, 25, 27, 29, 36, 37, 38, 39, 40, 49, 50, 53.
We sometimes form the draw bar in two pieces, the ends of which have screw
threads formed upon them, one thread being right and the other left handed;
these draw bar ends take into the tapped ends of a long open sliding loop or
frame 82, Figure 37, which is made to revolve by means of a worm and wheel, as
shewn in Figures 20, 21, and other Figures, or by other suitable gearing which by
drawing up, or slackening the ends of the draw bar, shortens or lengthens the said

page_text: draw bar, and thus compresses or relieves the buffers. This loop may have nuts,
as shewn in Figure 40, at each end to act in the manner above described, and
these nuts may either be fixed or fitted to work loosely in the said loop as
required.
The boss or barrel of the worm or other wheel s', Figure 37, which acts upon the
loop inside it may be made of such length as to cause the said loop to revolve at
sufficient distance from the point of its bearing to enable the operator to see the
coupling apparatus while in the act of tightening-up-
•
The said loop or frame 82 may be circular, square, or of any other convenient
form, and may be keyed or otherwise connected to its operating wheel. The worm
or other gear_wheels may be supported in suitable bearings attached to the frame
of the carriages or vehicles.
-Or-instead of using.a.single loop or frame we may use two loops, see Figures 29
and 31, one working inside the other and connected by means of a hollow right
and left handed screw through which the square end of the draw bar works. One
of the said loops being caused-to-revolve in the manner hereinbefore described
causes the other loop to revolve on the right and left handed screw in such a
manner as to draw up the draw bar until the outside buffers are sufficiently com-
pressed; these loops may be provided with a spring to allow for buffing and for
regulating the position of the draw bar.
We sometimes tighten up the carriages or vehicles by adjusting the position of
the bearing against which the draw spring is compressed by using worm wheel nuts
on the cradle shafts which support the draw spring, as shewn in Figures 15, 16,
and 16. These worm wheel nuts are acted upon by worms from the outside of
the vehicles; a light spring may be used to assist in keeping the draw bars in their
proper position, as shewn at f, Figure 15. Bevel wheels or other suitable gearing
may be substituted for the said worm wheels.
These arrangements of the tightening apparatus may be actuated from the
outside of the carriages or vehicles by means of a wheel and handle or by a lever
arm, a star-wheel, a box-spanner, or otherwise; but we prefer to use a wheel with
a handle hinged to it, and so arranged that when in use the said handle engages
. with a slot and radial groove formed in the outer portion of the wheel, as shown in
Figures 23 and 24 and 23ª, and the said handle can be thrown back out of the way
when not in use.
We provide means whereby buffers wherein coupling links are used may be a
coupled in almost close contact as follows, that is to say, we form the coupling bolt
or locking pin, solid or otherwise, with a projecting inclined flange, arranged to
work vertically in the buffer head, as shewn at win Figures 41, 42, 53, and 54,
and at x in 43. In the operation of coupling the end of the link enters the mouth
of the coupling head and sliding against the inclined face of the flanged coupling
bolt, thereby lifts the said coupling bolt until the link having passed into the
coupling head beyond the point releases the coupling bolt, and the bolt or locking
pin drops within the link, thus effecting the coupling of the vehicles.
A small metal box or case w¹, Figure 41, may be placed on the top of the
coupling bead to act as a guide for the said flanged coupling bolt and prevent its
-being-disarranged when uncoupling or otherwise.
Or we may dispense with the use of a metal box, and construct the said bolt
in such a manner that its sloping or inclined flange has its upper part solidly con-
nected with or made in one solid piece with side arms, as shewn at w* in Figure 43b;
these side arms may be made flat or of any other form, and may be made to work
up and down in holes or slots formed vertically in the sides of the central buffer
heads or in fixed or movable brackets attached to the outsides thereof, so that the
said side arms may not only act as guides to keep the locking bolt in its proper
position as they rise or fall with such bolt, but so that they may have a long
vertical bearing against the pulling strain of the link.
Where the said arms slide
or work vertically in moveable side brackets, such brackets may be drawn

page_text: backward for tightening up by means of the tightening-up apparatus herein
described.
The back of the said coupling bolt may be of a greater width than its inclined
flange; it may have a parallel bearing in the coupling head, and as its action is
vertical it can easily be uncoupled by a simple arrangement of levers worked from
the outside of the vehicles; and by means of these uncoupling levers, as shown in
Figures 53, 54, 55, and 56, the coupling apparatus may be locked when coupled or
when uncoupled by means of a locking bar or by the uncoupling levers.
By having the said coupling pin and inclined flange constructed in one piece
their liability to disarrangement is diminished.
This inclined flanged bolt may be arranged to couple the link by securing it by
the flange, as shown in Figure 43, either with or without the box w² or by the
back edge of the said bolt, as seen in Figure 41.
With our improved apparatus, as above described, there will be only a slight
space or "slack" between these coupling buffer heads when they are coupled, but
we may provide for reducing or taking up even this small amount of "slack"
as follows, that is to say-The top or sides of the coupling head may be made
separately, as shown in Figure 49, and actuated by a separate spring; and by
means of a tightening apparatus, as above described, the bottom part of the
coupling may be drawn back to bring the heads of the couplings into close elastic
contact; or the heads or tops of the said couplings may be arranged to project or
be in advance of the other portion of the coupling, as shown in Figures 51 and 52,
and the buffers may be thereby made tight by coupling under compression.
Or we may make the head and shaft of the coupling hollow and so arrange the
shaft of the draw bar to work in it as to draw the buffer faces in close contact after
the coupling is effected.
Or a light buffer may be placed above or at the side of the coupling buffer, the
carriages or vehicles being drawn together after coupling by any of the forms of
tightening apparatus hereinbefore described. The simple coupling links may be
attached to connecting links like those shown in Figures 67 and 68 which may be
made to pass through the frame of the vehicle, as shown in Figures 69 and 70, and
be acted upon independently of the draw hook by any form of tightening apparatus
herein described or inay be attached to the boss of a nut wheel, as shown in Figures.
67 and 68. Or when fixed links are used in these coupling buffers we may connect
the fixed end of the link by outside connections or otherwise to a loose shackle.
working between the collars of the boss of a nut wheel, which acting on the screw
thread formed on the coupling shaft affords the means for tightening or slackening
the coupling by the turning of the wheel, as shown in Figures 67 and 68.
Any of these devices for tightening up the said coupling buffers may be used in
connection with any coupling buffers. In some instances the head of the buffer is
so arranged that fixed or loose links may be readily inserted by hand and secured
in the buffer head by a moveable slide or bolt, as shown in Figure 46.
Having thus fully described our said Invention, and shown how the same may.
be conveniently and advantageously carried into practice, we wish it understood that
we claim,-
First. The combination with a central screw coupling of the aforesaid automatic.
coupling hooks and links placed at the sides thereof on one vehicle to catch and
hold another vehicle (similarly or suitably fitted with a central screw coupling and,
automatic side couplings), in sufficiently close contact to facilitate the coupling and
screwing up of such central couplings by hand, and to relieve such central coupling
of a great portion of the pulling strain when this strain becomes severe, as above set
forth.
Second. The improved mode of supporting the automatic coupling links in the.
proper position for coupling by means of a noveable or adjustable supporting device
which while resting upon the coupling hook supports the coupling link in the proper
position for coupling, and acts as an incline to assist the opposing link in mounting.

page_text: or rising upon the coupling hook, and as a strengthening support between the sides
of the coupling link to prevent the closing of the coupling link upon the hook under
heavy strains, and which also when attached to the coupling link acts as a support
for the same when it is thrown back for shunting, as above set forth.
Third. The forming of the draw bar hook, by welding or otherwise, in one solid
piece with our automatic coupling link which is pivoted to the draw bar with the
necessary projection against the same for keeping the end of the link projecting at
the proper angle for coupling and with or without the automatic catch piece as above
set forth.
Fourth. The provision of a flange or vertical projection on the draw bar behind
the draw hook arranged that the end of the link of another vehicle may come into
contact therewith to compress the spring which keeps the draw bar in position
and thereby prevent injury to the coupling apparatus, as above set forth.
Fifth. The means or arrangements illustrated in Figures 32, 33, and 34, whereby
the-draw-bar and buffers are so connected that the draw bar will be carried back
with the buffers as-they are compressed and the position of the draw bar will be
regulated and injury to the coupling apparatus prevented whatever may be the
length of the buffers, as above set forth.
Sixth. The formation of buffer faces on the sides of our coupling hooks and links
to form a cheap automatic coupling buffer, as above set forth.
Seventh. The attachment of a wedge by means of a telescopic or other hinge to
one or both of the opposing coupling buffer heads for insertion between the faces of
the same to fill up or partially to fill up the space between them and thus prevent
oscillation, as above set forth.
Eighth. The modification of the coupling arrangement shewn in Figure 17, 17ª,
18, 19, wherein the coupling link is made of camparatively great length, and
arranged to slide and rise when coupled upon the surface of a peculiarly constructed
guide which is fitted to the end of the vehicle and has its top formed to prevent the
uncoupling of the coupling link when so raised, as above set forth.
Ninth. The modification of our apparatus wherein the coupling link is formed in
two parts held in position for coupling by means of a spring and arranged to
shorten or contract when the buffers are compressed as hercin set forth and for the
purpose specified.
Tenth. The uncoupling devices in connection with our automatic couplings or
coupling buffers shewn in Figures 53, 54, 55, 56, 57, 75, 76 and 77, wherein double
armed levers are used in connection with a locking bar to hold the levers in position
or lock the coupliugs, as herein described.
Eleventh. The method of providing for the buffing of railway carriages or vehicles
by constructing the same with one side spring buffer at each end in such a position
that when any two of such carriages or vehicles are brought together to be coupled
by either end the buffer on either one of them will be opposite the vacant side or
part of the end of the other carriage, or both, while the advantage of the action of
buffers at both sides of the vehicles is ensured, as and for the purposes specified.
Twelfth. The combination of one or two of our automatic coupling links and hooks
with a central buffer by attaching the same to the rod or shaft of the said buffer, as
shewn in Figures 65 and 72, and as above set forth.
Thirteenth. The improvements-in-and-relating to the tightening-up apparatus
arranged in combination with our couplings, as shewn in Figures 20, 21, and 22, or
as in the modified arrangements thereof illustrated in Figures 15, 16, and 16ª, or in
Figures 25 to 28, or in Figures 29, 30, and 31, or in Figures 36 to 40 of the Drawings,
and as above set forth.
Fourteenth. The groove and radial slot in the wheel as shown in Figures 23, 23ª,
and 24, and as above set forth for the purpose specified.
Fifteenth. In buffers wherein coupling links are used the locking devices shown
in Figures 41, 42, 53, and 54, wherein a vertical locking bolt or pin which has a
solid inclined or sloping flange of a thickness less than that of the body of the bolt

page_text: is arranged in combination with a box or casc and to slide upward into the same
and to be automatically lifted by the coupling link to effect the connection of the
coupling buffers in nearly tight or close contact, as above set forth.
Sixteenth. The modification of these locking devices as described in connection
with Figures 43, 43, and 43° of the Drawing, for the purposes specified.
Seventeenth. The peculiar construction and combination of the parts of the
coupling buffers shown in Figures 49, 50, 51, 52, wherein the coupling head has its
top or sides not made solid with the coupling part of the head, so that the faces
only of such top part or sides will be in contact, as herein described, when "tight
coupling" is required.
Eighteenth. The modification of the tightening up apparatus shown in Figures
67, 68, 69, and 70, of the Drawings, wherein outside connections are applied to the
coupling link to connect it to a loose shackle working between the collars on the
boss of a nut-wheel which works upon the screw thread on the coupling shaft, as
herein set forth and for the purpose specified.
Nineteenth. The peculiar construction of the coupling buffer head and securing
devices shown in Figure 46, 47, and 48, which permit the insertion or removal of a
link at any time and prevent any derangement of the said link through vibration,
as above set forth.
In witness whereof, I, the said Alfred Buckingham Ibbotson, for myself and
on behalf of the said Frederick John Talbot, have hereunto set my hand and
seal, this Second day of May, in the year of our Lord One thousand eight
hundred and seventy nine.
ALFRED B. IBBOTSON. (L.S.)