IMPROVEMENTS IN CENTRAL BUFFER AND COUPLING GEAR. SUITABLE FOR RAILWAY AND OTHER VEHICLES OR ROLLING STOCK
Year: 1882

page_text: LETTERS PATENT to William Richard Sumption Jones, Carriage and Wagon
Superintendent, Rajputana State Railway of Ajmere Rajputana, India,
temporarily of Northumberland Avenue, Putney, in the County of Surrey
for an invention of IMPROVEMENTS IN CENTRAL BUFFER AND COUPLING GEAR.
PROVISIONAL SPECIFICATION left by the said William Richard Sumption
Jones at the Office of the Commissioners of Patents on the 27th May 1882.
WILLIAM RICHARD SUMPTION JONES, Carriage and Wagon Superintendent,
Rajputana State Railway, of Ajmere, Rajputana, India, temporarily of Northum-
berland Avenue, Putney, in the County of Surrey.
" IMPROVEMENTS IN CENTRAL
BUFFER AND COUPLING GEAR, SUITABLE FOR RAILWAY AND OTHER VEHICLES OR
ROLLING STOCK
"
This invention relates to the construction of combined central buffer and traction
gear in such a manner as to allow the buffer, when working, to be flexible. When
a rigid bar forms the connection, or when the buffers of adjacent vehicles are
tightly coupled up so as to practically form a rigid bar, the buffers are by this
invention allowed to yield, with elastic resistance, from pivoting points; or from
points of attachment of the buffers to the carriage underframe, either laterally
only, or laterally, vertically and diagonally; or at any or all the angles of a circle
struck from the pivoting point, in such manner, as to correct, or arrest, undue
pitching or lurching of vehicles in motion; also when the vehicles are uncoupled
and at rest, the buffers assume a central position, with an elastic resistance to
flexture. This resistance to flexture of the buffers is provided by the use of springs
of steel, or india rubber, or both. According to one arrangement I utilize the
working draw and buffer springs. Another arrangement consists in the use of
separate springs acting against a suitable surface on or attached to the underframe
in some convenient position.
In lieu of constructing the buffers so as to be themselves capable of yielding
transversely or horizontally I in some cases provide an elastic buffer face placed

page_text: between, or secured to, the heads of central buffers. When the buffers of adjacent
vehicles, having these elastic faces fitted to, or placed between them, are, by suitable
couplings, tightly coupled together, the buffers will be capable of yielding at the
junction of their faces, with elastic resistance when vehicles take a curve.
These elastic faces being placed between the rigid points of attachment of the
couplings, and hooks are uninfluenced by a pull on the train. Their function is,
therefore, to elastically resist the bending of the buffers (at their coupled junction,).
from a straight line in every direction, thus materially contributing to steady the
vehicles of a train in motion.
In constructing according to my invention couplings suitable for combined
central buffers and traction gear I provide one draw bar with a lever of the first
order and such a second lever or bar to receive the hook or attachment of an
adjoining vehicle. The two levers or lever and bar are so connected by a link or
rod and by right and left handed screws that by turning the latter the coupling
may be readily tightened up or disconnection effected. This invention may be
carried out in various forms

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Richard Sumption Jones in the Great Seal Patent Office
on the 23rd November 1882.
WILLIAM RICHARD SUMPTION JONES, Carriage and Wagon Superintendent,
Rajputana State Railway, of Ajmere; Rajputana, India, late temporarily of
Northumberland Avenue, Putney, in the County of Surrey IMPROVEMENTS IN
CENTRAL BUFFER AND COUPLING GEAR SUITABLE FOR RAILWAY AND OTHER
VEHICLES OR ROLLING STOCK
This invention relates to the construction of combined central buffer and traction
gear in such a manner as to allow the buffer, when working to be flexible. When
a rigid bar forms the connection, or when the buffers of adjacent vehicles are
tightly coupled up so as to practically form a rigid bar, the buffers are by this
invention allowed to yield with elastic resistance, from pivoting points, or from
points of attachment of the buffers to the carriage under frame, either laterally
only, or laterally vertically and diagonally or at any or all the angles of a
circle struck from the pivotting point, in such manner, as to correct or arrest
undue pitching or lurching of vehicles in motion; also when the vehicles are
uncoupled and at rest, the buffers assume a central position, with an elastic
resistance to flexure.
This resistance to flexure of the buffers is provided by the use of springs of steel
or india rubber, or both.
According to one arrangement I utilize the working draw and buffer springs.
Another arrangement consists in the use of separate springs acting against a
suitable surface on or attached to the underframes in some convenient position. In
lieu of constructing the buffers so as to be themselves capable of yielding trans-
versely or horizontally, I in some cases provide an elastic buffer face placed between,
or secured to, the heads of central buffers.
When the buffers of adjacent vehicles, having these elastic faces fitted to, or
placed between them, are, by suitable couplings tightly coupled together, the
buffers will be capable of yielding at the junction of their faces with elastic
resistance when vehicles take a curve.
These elastic faces being placed between the rigid points of attachment of the
couplings, and hooks are uninfluenced by a pull on the train.
Their function is therefore to elastically resist the bending of the buffers (at
their coupled junction) from a straight line in every direction, thus materially
contributing to steady the vehicles of a train in motion.
In constructing according to my invention couplings suitable for combined
central buffers and traction gear I provide one draw bar with (at each side) a lever
of the first order and a second lever or bar to receive the hook or attachment of an
adjoining vehicle.
The two levers or lever and bar are so connected by a link or rod and by right
and left handed screws that by turning the latter the coupling may be readily
tightened up or disconnection effected. This invention may be carried out in
various forms.
Referring to the accompanying sheets of drawings Figure 1 is a vertical
elevation partly in section, of flexible combined buffer and traction gear according
to my invention, wherein a rigid bar forms the connexion.
Figure 3 is a sectional plan of the same with the parts shown in the positions
that they would assume when the carriages were on a curve.
Figure 2 is a half sectional elevation of a slightly modified combined buffer
and traction gear according to my invention wherein a rigid bar forms the
connexion. D Figures 1, 2 and 3 is the rigid bar acting as buffer and draw bar.
It is provided at each end with nuts and a washer plate, and with springs H to
withstand the tensile strain when it is acting as the draw bar. I is the buffer
spring to oppose the motion of the bar when it is acting as the buffer bar.

page_text: The bar passes through a guiding hole J which is rounded tapering or wide
mouthed so as to permit of the bar D taking up a new attitude or position when
the carriages deviate from a straight line either laterally or vertically
The hole K for the passage of the bar D through the framing has an ample
clearance to allow of the motion of the bar. Both the traction and the buffer
springs are arranged to yield to the sideways motion of the bar D and at the same
time to oppose an elastic resistance to its motion in such manner as to correct or
arrest undue pitching or lurching of the vehicles in motion. Figure 4 is an elevation
partly in section, of combined flexible central buffer, traction and coupling gear,
according to my invention wherein the buffers of adjacent vehicles are tightly
coupled up so as to practically form a rigid bar. The arrangement shewn is similar
to that in Figure 2 except that in place of the single rigid bar D uniting two
carriages, each carriage has a bar D₁ ending in a buffer and provided with
coupling appliances which are described hereinafter.
When the vehicles are uncoupled the buffers and couplings assume a central
position with an elastic resistance to flexure resulting from the buffer and
traction springs.
Figure 5 is an elevation partly in section of combined central buffer, traction
and coupling gear according to my invention wherein the buffers of adjacent
vehicles are tightly coupled so as to practically form a rigid bar. In this
arrangement flexibility of the buffer is attained by the use of separate springs
acting against a suitable surface on or attached to the under frame of the
vehicle. D¹ is the bar ending in a buffer and provided with coupling gear.
I is the buffer spring with a sliding cover L moving in a case K which has a
flange Y with a turned over lip U. The flange bears against a spring or
springs J, and these, springs yield opposing an elastic resistance to the motion
of the bar D' when the carriages diverge from a straight line. The guide
hole J is rounded as in the previous examples, to permit of the motion of the
bar. The motion of the buffers is limited by the lip U within determined
∙limits.
The degree of elasticity may be varied by the bolts V shown by dotted centre
lines.
Figure 6 is an elevation and Figure 8 is a plan of combined central buffer,
traction and coupling gear wherein an elastic buffer face is placed between or
secured to the heads of the central buffers. Fig. 9 is a plan of the same shewing
the parts in the positions which they assume when the vehicles take a curve.
Each bar D¹ carries a buffer and one or both of such buffers on each vehicle is or
are provided with a face S elastically attached thereto by bolts T and a spring or
springs R. These faces being placed between the rigid points of attachment of the
couplings and hooks are uninfluenced by a pull on the train and they elastically
resist the bending of the buffers at their junction from a straight line in every
direction. Figs. 7 and 10 are elevation and plan of combined central buffer, traction
and coupling gear similar to that shewn in Figures 6, 8 and 9 as regards the buffer
and traction gear, but slightly modified as regards the coupling gear as will be
explained hereafter. Figs. 4 and 5 show two similar views of one form of coupling
gear combined with central buffer and traction gear according to my invention and
Figure 13 is a section in line c d. Figure 5. L L are levers of the first order
pivotted on the pin E which passes through the bar D¹. Each of these levers is
connected at its lower end to a swivelling yoke. O, which acts as or carries a nut.
The other end of each of the levers L is connected by a link Q to a sliding
piece M. Each sliding piece is guided by a stud or pin in the bar D¹ and the two
are connected at their lower ends by the swivelling yoke O' which acts as or carries
a nut. In the two nuts O O' there works a right and left handed screw N which
can be rotated by the handle or wrench P. Through the two sliding pieces M M
and through a slot in the bar D¹ there passes a bolt or pin F upon which is mounted
the coupling hook G. The upper central portion of the buffer and bar D¹ is cut
away as shewn in Fig. 13 to admit this hook, which engages with the pin E in the

page_text: corresponding buffer. If the screw N be slackened the sliding piece M, pin F and
hook G are moved forward so that the hook can be raised from the pin E and the
two vehicles separated if together. If two separate vehicles be pushed together
when the parts are in this position the hook will automatically engage with the
pin, and the two will be loosely coupled ready for screwing up. Figs. 6 and 8
shew in elevation and plan a coupling gear similar to that just described except
that the pin is movable in place of the hook which is in this arrangement
stationary. Figure 14 is a section in a b of Figure 6 Figure 15 is a section in
line cd of Fig. 6. Figs. 7 and 10 show a coupling gear similar to that already
described with reference to Figs. 4 and 5. Figs 11 illustrate a modified arrangement
of coupling apparatus.
Having thus described the nature of my said invention and the manner in
which it is to be performed I would have it understood that what I consider to be
novel and original and therefore claim as secured to me by the Letters Patent
herein before in part recited is :-
1. A combined central buffer and coupling so constructed that it can yield laterally
substantially as described.
2. In combined central buffer and coupling gear the use of buffers so arranged
that they can yield with elastic resistance laterally vertically and diagonally
substantially as described.
3. In combined central buffer and coupling gear arranging the working draw
and buffer springs in such a manner that they permit the buffers to yield with
elastic resistance either laterally, or vertically, laterally, and diagonally, when the
adjoining vehicles diverge from a straight line, and cause the buffers to assume
their central position when the vehicles are in the same straight line or are
uncoupled substantially as described.
4. In combined central buffer and traction gear the use of special springs so
arranged that they permit the buffers to yield with elastic resistance either
laterally only or laterally, vertically, and diagonally when the adjoining vehicles
diverge from a straight line and cause the buffers to assume their central position
when the vehicles are in the same straight line or are uncoupled, substantially as
described.
5. The improved combined central buffer and traction gear constructed arranged
and operating substantially as described with reference respectively to Figs. 1 and 3,
to Fig. 2 and to Fig. 5 of the drawings.
6. In combined central buffer and traction gear the use of an elastic buffer face
or faces between the rigid points of attachment of the couplings and hooks, and
so arranged as to be capable of yielding with elastic resistance when the vehicles
take a curve substantially as described.
7. The combined central buffer and traction gear with elastic face constructed
arranged and operating substantially as described with reference to Figures 6, 8
and 9 of the drawings.
8 The combination and arrangement of parts constituting the improved coupling
apparatus such that while the pull is in the line of the centre of the buffer the
coupling is self contained and is entirely on the buffer head substantially as
described.
In witness whereof I the said William Richard Sumption Jones have hereunto
set my hand and seal this Second day of October in the year of our Lord
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