Year: 1886

page_text: Date of Application, 17th Nov., 1886.
Complete Left, 17th Aug., 1887
Complete Accepted, 30th Sept., 1887
RESERVE
I, JOSEPH HARTILL, of No. 20 Wolverhampton Street Dudley in the county of
Worcester, Builder do hereby declare the nature of this invention to be as follows:-
Roller bearings, carriers, or other supports aro fixed under the waggon so as to
allow a sliding bar to be easily drawn forwards or backwards. The top ends of two
lovers are attached by means of a pin (& thus working as a double hinge) to the end
of the sliding bar nearer the coupling. The other ends of these levers are connected
with the bottom coupling link, one being on either side of it & working also as a
double hinge These levers are widened. out in the middlo so as to allow the chain
coupling to play between them as the buffers shorten and extend, & have between
them a third single and central lever with which they are connected by means of a
pin. The other ond of this central lever is connected with the farther end of tho
sliding bar by two plates which cause it to work backwards and forwards like a double
hinge.
Two other levers are attached to the single and central lever (near its connection
with the double levers) and are extended outwards with handles, one being on each
side the waggon.
Action When the lever, by means of the handle outside the waggon is pressed
downwards the bottom coupling link is raised in position ready to be dropped on the
hook. Its distance from the hook can be regulated by pulling the lever to the right
or left.

page_text: Improvements in Couplings for Railway and similar Vehicles.
I, JOSEPH HARTILL, of No. 20 Wolverhampton Street, Dudley in the county of
Worcester, Builder 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 :-
The object of my invention is the construction of an improved form of apparatus to
be applied to railway and other like trucks, to enable them to be readily coupled and
uncoupled without requiring a man to go between the buffers.
My said improved apparatus is constructed substantially as hereinafter described
and shewn in the accompanying three sheets of drawings, in which Fig. 1 is a side
elevation, Fig. 2 is a plan, and Fig. 3 an end elevation of part of one end of an
ordinary railway goods wagon, or truck, with my improved apparatus applied
thereto.
Similar letters of reference denote similar parts throughout the drawings.
The main part of the wagon underframe is represented by the timbers A, A. A
bar B is supported below the said underframe on rollers C, C, carried in hangers C³, C³.
Rollers D, D, D, D¹, are pivotted on the ends of the bar B and bear against plates E, E,
fixed under the wagon.
The rollers D, D³, are placed on the ends of a cross-bar B¹ to prevent the bar B
twisting.
Two levers F, F1, are pivotted to the bar B outside the hanger C¹, and their outer
ends are provided with clips H, H³, which embraco the bottom coupling link J at its
centre on each side. Split pins are inserted through the clips and the link for
security. The levers F, F1, are widened out as shewn in Fig. 2, to allow the chain
coupling to play between them, as the buffers shorten and extend. A link or bar K
is pivotted to the said lovers at one end and hung at the other end from the bar B, by
the radius links L, L'. A carrier M. supports the above described system of levers
and links in the position shewn in Fig. 1, when the wagon is uncoupled.
The coupling or uncoupling is effected from either side of the wagon by means of
either one of the levers N, or N¹. They are fulcrummed on pins P, P¹, affixed under
the wagon and their inner ends are slotted to embrace rollers or loose sleeves Q, Q',
on the pin R, carried on lugs extending from the underside of the bar K. The
outer ends of the levers N, N¹, are provided with sliding handles N³, N³, so that
when not in use these said handles do not project beyond the
side. Any
suitable device may be employed to automatically withdraw or assist in withdrawing,
the said handles; thus in Fig. 3, R, R¹, represent jointed links which by their
weight will draw in the handle Ñ³, and R' is a weighted lever, which acting against
the pin R³, as a fulcrum, will have the same effect on the handle N³.
wagon

page_text: For the sake of clearness the levers N, N¹, with their handles, are omitted from
Fig. 1.
The mode of operating the apparatus is as follows: To couple the wagon either of
the handles N, or N³, is drawn out and the lever depressed; this raises the levers F, F¹,
and the link J, the lever is then pulled horizontally (while still depressed) in the
direction of the arrow shewn in Fig. 2, thereby moving the bars B, and K,
levers F, F, and links outwards, until the link Jis just over the hook of the next
wagon, then on letting the handle of the lever rise, the link will fall into place in the
hook. A reversal of this operation will effect the uncoupling.
It will be seen that both coupling and uncoupling can easily be performed at either
side of tho wagon by means of this apparatus, that it has no projecting parts and that
its construction is simple and cheap.
I am aware that other forms of apparatus to effect the same object aro known, and
I therefore make no general claim to the construction of apparatus to attain such
object.
I also wish it to be understood that in carrying my invention into practice, I do
not necessarily confine myself to the precise details of construction as horein shown
and described, provided that in all cases the essential principles of my apparatus be
retained.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed, I declare that what I claim is :—
The apparatus for effecting the coupling or uncoupling of railway trucks and
similar vehicles, substantially as herein described and shewn with reference to the
accompanying drawings, or any mere modification thereof.
Dated this Seventeenth day of August 1887.