Improvements in Automatic Couplings for Railway and Tramway Vehicles.
Year: 1899

page_text: Date of Application, 7th Oct., 1899-Accepted, 23rd Dec., 1899
COMPLETE SPECIFICATION.
Improvements in Automatic Couplings for Railway and Tramway
Vehicles.
I, HENRY SWITHIN FRAMPTON, of 22, Staple Gardens, Winchester, in the County
of Hampshire, Builder's Merchant, do hereby declare the nature of this inven-
tion 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 an automatic coupling for railway and tramway
vehicles, and is endowed with the following important advantages.
(1) The utilization of the draw-bar in present use with but a slight alteration
of same,
(2) The entire apparatus has no loose parts to become detached or lost, and
is protected from becoming clogged by dirt or snow.
(3) Is equal in strength to the hook and chain in present use while of lesser
weight, which can be further reduced when no provision is needed to be made
therein for the attachment of the system in present use.
(4) The utilization without alteration of the buffers in present use other than
in exceptional cases.
(5) Is equally applicable for use with tight, loose, and intermediate couplings,
and
(6) By reason of its particular construction the strain imposed in working is
wholly tensile throughout, a valuable desideratum as compared with the bend-
ing strain upon the hooks in present use.
In order that my invention and the manner of its use, both in automatic
coupling and manual uncoupling may be fully understood, reference is herein-
after made to the accompanying four sheets of drawings, in which the same
reference letters are used throughout when explaining the same or like parts.
Figs. and 2 Sheet 1 are side elevations of the form of draw-bar in present
use, the alterations to be made therein for the purposes of my invention being
hereinafter explained.
Fig. 3 is a view illustrating the manner of constructing the back end of my
coupling when for use with the altered drawbar Fig. 1, the remaining views
treating with the assumed use of the altered drawbar Fig. 2.
Figs. 4 and 5 are left side elevation, and plan respectively of my improved
coupling, as it would appear when in a position for automatically coupling with
a like apparatus upon a second vehicle.
Figs. 6 and 7 are back and front elevations respectively of Fig. 5.
Fig. 8 Sheet 2 is a right side elevation, or opposite to that shewn in Fig. 4.
Fig. 9 is a back view of the coupling-head of one vehicle, (with its rod in
section) and the front view of the coupling head of a second vehicle, illustrating
the position of these when they first come in contact with each other, by impact,
for the purposes of coupling, Figs. 10 and 11 being side and top views of same
respectively.
Fig. 12 is a view illustrating the position the two said coupling discs, shewn

page_text: in Fig. 9, automatically assume by such impact, while Fig. 13 is a plan or top
view of same after they are coupled and locked together automatically as herein-
after explained.
Fig. 14 is a view illustrating an alternative method of constructing and arrang-
ing the means for uncoupling, also hereinafter fully explained.
Fig. 15 is a side elevation (partly in section) similar to Fig. 4, but illustrating
the position of the apparatus when its coupling head has been brought into the
position illustrated by Fig. 12.
Fig. 16 Sheet 3 is a view (partly in section) similar to Fig. 4, but with its
outer shell or case and its connections removed, to show the formation of the
slots in the inner case, and the position therein of the head and pin of the rod
of the coupling-head when the apparatus is set for coupling, as in Figs. 4, 5
and 8, Fig. 17 being a similar view of the opposite side of same when in a posi-
tion for shunting without coupling.
Fig. 18 is a perspective detached view of the said coupling-head and its rod.
Fig. 19 is a back elevation similar to Fig. 6, but illustrating the position of
the outer shell or case and its links and uncoupling arm, when its coupling head
has been brought to the position shewn in Fig. 12, and its rod has been pushed
into the inner case as in Fig. 15, Fig. 20 being a like view of same when its
said coupling head and rod has been brought to the position shewn in Fig. 17.
Fig. 21 is a section taken upon the line CD of Fig. 5, and illustrating in
full lines the position of the hook when the apparatus is in a position for coup-
ling, as at Fig. 4, 8 and 16, and in dotted outline the position of same when
this and the apparatus is in the position shewn by Figs. 17 and 20.
Fig. 22 is a detached elevational view of the back disc or locking plate herein-
after explained.
Figs. 23 and 24 Sheet 4 are plan views of two vehicles before and after coup-
ling respectively, both fitted with my improved coupling.
The drawbars in present use are illustrated by Figs. 1 and 2, the former of
which has a hook for the reception of a link of another vehicle, and an excava-
tion for holding its own link, as shewn by dotted outline, while the latter
having a like hook has its own link, (shewn in dotted outline) passed through a
horizontal slot before welding, but whichever of these forms I may have to
adapt for the reception of my improved coupling, I remove the hook portion or
bend this down, (preferably removed) so as to provide a true vertical surface
upon the line A B, and this is the only structural alteration I need make in
the said drawbar.
My improved automatic coupling consists of a cylindrical case A, cast or
wrought of any suitable metal, to the front end of which is firmly connected,
or formed integrally therewith, a circular metallic plate B, having upon its
highest point a vertical extending piece C. Upon the back end of A is mounted
and fixed by suitable means a slightly wider circular metallic plate 1 (shewn
detached at Fig. 22) the said plates C and D forming flanges between which
is placed an outer cylindrical metallic case E, adapted to revolve around and
upon the inner case A, the said case E having upon a certain part of its cir-
cumference a metallic hook F, and above and below this respectively metallic
swellings or protuberances G and H, all of which are cast or otherwise formed
integrally with E.
The back end of the inner case is adapted for being loosely connected to the
drawbar J of the vehicle, which, as before stated, for the purposes of my in-
vention has had its hook removed, so that when the case A is connected thereto
the case A and plate D may rest and abut against the now vertical face of the
said draw-bar, which thus forms a support for the entire apparatus and allows
sideway deviation by being loose. The manner of connecting A to the draw-
bar J is governed by the particular formation of the latter, that is to say, if
the drawbar has an excavation upon its upper surface as at Fig. 1, the back
end of the case A may be formed to provide a loop or eye A¹, so that such loop

page_text: may engage with the said excavation as shewn in Fig. 3, but when the said
drawbar has a horizontal slot, as at Fig. 2, the back end of the case A would
be extended and bifurcated to provide two jaws a and b, which would embrace
the front end of the drawbar J, and be connected thereto by a bolt and nut K,
passing through holes in the said jaws and the horizontal slot in J, and as this
would be the most convenient way of connecting A to J I have chosen to illu-
strate this method in all the following views in which the drawbar J is seen.
Within the said inner case A is placed a metallic rod L, which passes through
a hole in the plate B, and has upon its inner end a disc or circular block M,
the diameter of which is such as to loosely fit, and permit it to slide freely along
within the case A, and having on its forward face a slight horizontal swelling
(not shewn) adapted to engage (when drawing) with a corresponding cavity (not
shewn) formed in the back of the disc B. The said disc or block M having
upon its periphery a projecting pin or stud c, adapted (when the vehicle is being
coupled with another) to slide along a helical groove d formed at one side of
the case A (Figs. 15 and 16) the said pin c being also adapted (when the vehicle
is to be uncoupled from another) to be passed over through a transverse slot e
(Figs. 8, 15, 16 and 17) into and slide along a horizontal groove f in the oppo-
site side of A (Figs. 8 and 17). The front or outer end of the said rod L has welded,
shrunk or otherwise fixed thereon, or formed integrally therewith a semi-disc N
(hereinafter referred to as the coupling disc) formed substantially as shewn,
in the upper surface of which a semicircular excavation g is formed, the diameter
of which is such as to freely receive the rod L of the vehicle to which it has to
be coupled, the said disc from the said excavation to its pheripherical edge
being angled as shewn at h, while its upper edge at the opposite side is cham-
ferred or bevelled at j, and from j to the side h the front face of N is tapered
or sloped as shewn in Figs. 5, 8, 15, 16 and 17. The general construction and
configuration of the rod L and its block M and coupling disc N will be fully
understood by reference to Fig. 18.
The disc D is formed substantially as at Fig. 22 and has a central hole k of
such dimensions as to permit its being passed along the lugs and of the
case A, after the outer case E has been placed in position, the said disc D hav-
ing a projection adapted to engage between the said lugs as shewn in Fig. 6,
which serves the double purpose of assisting in the rigidity of the said disc when
fixed and to form an abuttment for the pin or stude on the block M of the rod L
when the said stud arrives at the back end of the helical slot d in A as at Fig. 15.
The disc has upon its outer periphery a lug 0 (Figs. 4, 5, 6, 8, 15, 16, 17, 19,
20 and 22) which in conjunction with a like lug P formed upon the fixed disc B
(Figs. 4, 5, 7, 8, 15, 16 and 17) form bearings for the ends of a bolt m, carrying
an arm R, extended to form a curved link n, pivotally connected to one end of
a like link o, the opposite end of which is pivotally connected to the swelling or
protuberance H on the outer case E, the said link O having firmly fixed thereonto,
or formed integral therewith, a lever T, the free end of which is always within
the reach of an attendant standing beyond the side of the vehicle.
The normal position of the coupling disc N is that shewn in Figs. 4, 7, 8, 9
and 16, at which moment the pin or stud c on M is that shewn by full lines in
Fig. 16, and by dotted outline in Figs. 8 and 15, this being the position when
two vehicles, similarly equipped, are to be coupled together, and the manner of
operation is as follows.
When two vehicles are pushed towards each other or one towards the other
as at Fig. 23, their two discs N would meet each other as at Figs. 9, 10 and 11,
and the impact of such meeting would force the rods L of both in to their res-
pective cases A, when the said rods would each be caused to rotate to the extent
of one quarter turn or more by reason of their pins or studs c traversing the
helical grooves d in their respective cases A, and such quarter turn of the rods L,
in opposite directions to each other, (as indicated by the arrows in Fig. 9) would
bring their coupling discs into the positions shewn by Fig. 12, when, by the

page_text: combined weight of the handle T, hook F, and the tensional force of springs S
placed between the block M and the discs I), or the ends of their drawbars J,
and now placed in a state of compression (as shewn by dotted outline in Fig. 15)
by the inward travel of M, the said rods would be forced outwardly directly the
coupling discs N reached the position shewn in Fig. 12 and by dotted outline
in Fig. 16, the bevels on these permitting them to slip past each other while
so placed, and it is obvious that such return or outward movements of the rods L,
and their rotatory motion in the direction of the arrow Fig. 12, would replace
their coupling discs into their original positions, but one behind the other, with
the rod of each within the excavation g of the other as at Fig. 13, when by the
action of drawing, in combination with the return sliding of the pin c through
the slot d the two vehicles would be firmly coupled together as at Fig. 24, such
coupling becoming the more firm the greater the tensional force exerted to part
them, while any force in the opposite direction would simply part the two
discs N but could not possibly uncouple them, the combined weight of the
lever T, hook F, and protuberances G and H serving to maintain their connection.
The normal positions of F, G and H, and the links n and o are substantially
that shewn in Fig. 6, but during the coupling process described, and the back-
ward travel of the rod L, the pin c on this, when travelling along the helical
slot in A, would, by reason of its always being within a horizontal slot p,
formed upon the inner surface of the outer case E, as shewn in Fig. 21, cause
the said case E to turn, and it and its connections to take the position shewn by
Fig. 19, but directly the coupling discs had reached the position shewn in Fig. 12
and commenced to take the position shewn in Fig. 13, the case and its connec-
tion would return to the normal position (Fig 6) by reason of the combined
weights of F, G, H, T, n and o, these thus operating in conjunction with the
spring S.
-
It being an indispensible condition for the purposes of lightness of the
apparatus that the spring S is capable of being compressed into a small space,
I may, instead of using a spiral spring as shewn, employ a convolute spring for
this purpose, such for instance as buffer-springs.
It will be understood that in the coupling process described one quarter turn
or more is imparted to each coupling disc N, but in the uncoupling process as
hereinafter described, when the disc N of one of the vehicles remains stationary,
the coupling disc of the other vehicle operated upon must necessarily receive
one half turn, which is effected as follows.
The pin c of the operated vehicle being in the position in Fig. 16, the operator
would raise the uncoupling lever T into the position shewn in Fig. 20, thus
causing the partial rotation of the case E until its hook F arrives at the position
shown by full lines in Fig. 20, and by dotted outline in Fig. 21, and such rota-
tion of E would, by reason of its slot p, cause the pin c of the rod L to traverse
the transverse groove e in A and arrive at the position shewn by full lines in
Fig. 17, and this movement would impart one half turn to the coupling disc N,
when its position would be that shewn in Fig. 17, or the reverse of that shewn
in Fig. 7, when the operated coupling disc would be in a position to leave the
coupling disc of the second vehicle, which would remain in the position shewn
by Fig. 7. I may find it convenient to graduate the back surfaces of the coup-
ling discs of both vehicles, as suggested by the dotted line N in Fig. 5.
The apparatus when placed in the position (Figs. 17 and 20) would remain
so by reason of the weight of F and G being thrown to this side of the centre C,
but should such weight be found to be insufficient, I may provide a suitable
catch, bolt, or lock upon E, adapted to engage with B or D, or other means
may be provided for this purpose, but while the apparatus remains in this posi
tion the operation of shunting may be carried out without coupling taking
place, as, should two vehicles thus placed meet the impact between their coup-
ling discs would cause their respective pins c to idly traverse the horizontal
slots in their cases A, and their rods L to recede inward without rotation, as

page_text: shewn by the unaltered position of the coupling disc N in full and dotted out-
line in Fig. 17.
The hook F in addition to its uses as a weight for the purposes stated is
intended for use when one vehicle, equipped with my improved coupling, is
to be coupled with another not so equipped, in which case the lever T of the
equipped vehicle would be raised until the hook I was immediately behind the
vertical projection C upon B, the slot d in A being of such length as to permit
this, when the link of the unequipped vehicle may be passed over F and C
of the equipped vehicle, as shewn by dotted outline in Fig. 15.
I may find it convenient under certain conditions to dispense with the lever T
and the links etc. o, n and R, and provide in lieu of T a lever T, pivotally
mounted upon a rod s, and connected to a toothed quadrant t, the teeth upon t
gearing with a toothed surface w upon the case E, the raising and lowering of
the lever T operating to effect the movements described of the case E, the said
lever being for this purpose on the opposite side of the apparatus to that
occupied by the lever T.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what
I claim is
(1) The improved device or apparatus for automatically coupling railway and
tramway vehicles substantially as herein described and shewn.
(2) The improved automatic coupling for railway and tramway vehicles con-
sisting of the combination of an appropriated drawbar J, and a cylindrical case A
adapted to engage therewith, the said case having a fixed disc B with exten-
sion C, and an attached disc D, and carrying internally a sliding rod L with
attached coupling disc N, and block M, the latter with pin or stud e adapted
to engage with and slide in grooves d e and f in the case A, the said case carry.
ing an outer case E, with internal groove p engaging with the pin c on M, and
provided externally with a hook and swellings G and H, the latter having
pivotally connected thereto a curved link o carrying a lever T, and pivotally
connected to a curved link n R, pivotally supported upon lugs O upon B and P.
upon D, the whole connected, combined and operating substantially as and for
the purposes herein described and shewn by the appended drawings.
d
e
3rd. In an improved automatic coupling for railway and tramway vehicles, the
combination of an appropriated drawbar J, and cylindrical case A adapted to
engage therewith, the said case having a fixed disc B, with extension C, and an
attached disc D, and carrying internally a sliding rod L, with attached coupling
disc N, and block M with pin c, adapted to engage with and slide in grooves
and f in the case A, the said case carrying an outer case E with internal groove p
engaging with the pin c on M, and provided externally with a hook and a
toothed surface w in gear with a toothed quadrant mounted upon a rods and
operated by a fixed lever T, the whole connected, combined and operating sub-
stantially as and for the purposes herein described and shewn by the accom-
panying drawings.
this 7th day of October 1899.
GEO. THOS. HYDE,
1, Broad Street Buildings, Liverpool Street, London, E.C.,
Agent for the Applicant.
GEO. THOS. HYDE,
1, Broad Street Buildings, Liverpool Street, London, E.C.,
Agent for the Applicant.