WO2023197086A1

WO2023197086A1 - Small scale model railway vehicle coupling devices, systems, and methods

Info

Publication number: WO2023197086A1
Application number: PCT/CA2023/050513
Authority: WO
Inventors: Thomas Andrew TYHURST
Original assignee: Tyhurst Thomas Andrew
Priority date: 2022-04-14
Filing date: 2023-04-14
Publication date: 2023-10-19
Also published as: AU2023251576A1

Abstract

A coupling device for a small scale railway vehicle includes two shanks, a coil spring, and a spring prop. Each shank has coupling and lever ends, and is mounted on a pivot post for selectively pivoting, in opposite directions, between open and closed configurations. When open, the coupling ends are splayed apart for selective coupling to a second coupler. Any load borne by the coupling ends, from the second coupler, is transferred via the pivot post to the railway vehicle. The coil spring extends between the lever ends. It is biased towards the closed configuration. The spring prop partially bisects the coil spring and, via the coil spring, urges the shanks towards the closed configuration and the coupling ends, in opposing transverse directions, towards a centered position for secure coupling engagement with the second coupler.

Description

SMALL SCALE MODEL RAILWAY VEHICLE COUPLING DEVICES, SYSTEMS, AND METHODS

FIELD OF THE INVENTION

[0001] The present invention relates generally to couplers for model railroad trains and, more particularly to small scale model railway vehicle coupling devices, systems, and methods.

BACKGROUND OF THE INVENTION

[0002] Model railroad trains and equipment may have been small replicas of full scale railroad equipment. Model railroad trains and equipment may have come in many sizes (or scales). In the prior art, coupling devices (alternately herein “couplers”) for model trains and railroads may have been provided to assemble various items of rolling stock into trains, to disassemble trains, to store and/or retrieve rolling stock in and/or from model train yards, and/or to provide realistic model train railroading experiences.

[0003] Typically, in the prior art, model railroad equipment may have come in a variety of different small scales - including, for example, O scale (1 :42) models, HO scale (1 :87) models, N scale (1 :160) models, and/or Z scale (1 :220) models. Enthusiasts may have widely used N and Z scale model trains and railroads. Model railroad layouts may preferably be functional and have a realistic appearance.

[0004] It may be an object of the invention to provide a model railway vehicle coupling device, system, and/or method that properly operates as such, and is fully functional and sized to a particularly small scale - e.g., N scale or Z Scale - model railway vehicle.

[0005] Most prior art N scale couplers may be grossly overscale - e.g., about three times (3 x) larger than the coupler should have been if it was properly scaled down from a real train. That said, the “True-Seale” coupler offered by Micro-Trains Line Co. of Talent, Oregon (“Micro-Trains”) may be sized about right for an N scale model railway train. Although it may have been less than fully functional at such size and scale. Accordingly, it may be desirable to provide a mechanically designed model railway vehicle coupling device, system, and/or method that solves one or more problems associated with prior art scale and/or overscale coupler designs.

[0006] One or more prior art overscale coupler designs may be somewhat interoperable. For example, a coupler from one brand (e.g., “brand X”) may be at least marginally compatible with a coupler from another brand (e.g., “brand Y”).

[0007] The aforementioned “True-Seale” couplers (which may be approximately true to scale), however, may not be interoperable with any overscale coupler designs. Rather, the “True-Seale” couplers may be about three times (3 x) smaller than the overscale coupler designs.

[0008] The disclosures of U.S. Patent No. 8,720,710 (Smith) relating to prior art overscale couplers are incorporated herein by reference. However, it may not have been possible for persons having ordinary skill in the art to develop the “Magnetically Actuated Model Railroad Coupler” taught by this patent into a fully functional product, i.e. , at least perhaps not based on its teachings and disclosures alone.

[0009] There may have been two different main designs for small “N scale” model railway couplers in the prior art: (i) a “spring knuckle” coupler design; and/or (ii) a “split shank” coupler design. And, the latter - the split shank coupler design - may have been either (a) a longitudinal metal spring actuated design, or (b) a plastic spring actuated design.

[0010] ^Longitudinal Metal Spring, Split Shank Couplers. * The most popular design in the prior art may have been the overscale Micro-Trains longitudinal, metal spring-based design. It may have used a metal coil spring, which may have offered very good operating characteristics. In many respects, this design may have worked best among the prior art designs described herein. However, it may have also had a very significant shortcoming and/or disadvantage associated with its spring’s telescoping effect, and/or a so-called “Slinky” effect, in use. The spring arrangement, in prior art designs of this general type, may have acted against the coupler’s shank motion longitudinally. This spring arrangement may have been subject to forces ordinarily experienced by model trains during pulling and/or pushing. As a result, such prior art spring arrangements may have caused some undesirable telescoping, “Slinky” movement, or other play in the model trains’ couplers, beyond simply just keeping the couplers themselves closed. So, although the springs may have worked relatively well in some aspects of coupler operation (e.g., in reliably operating with very low forces, and/or in not suffering from undue memory effects) their longitudinal arrangement, and/or generation of or susceptibility to telescoping or “Slinky” effects may have represented a significant drawback.

[0011] *Plastic Spring Split Shank Couplers.* Instead of using metal springs to push shank halves together, plastic spring split shank couplers may have used one or more molded plastic spring arrangements. The springs may have only acted to keep the couplers closed, and/or they may not have been particularly subject to the pushing and/or pulling of the model trains. Plastic springs may have been relatively cheap and/or easy to manufacture. They may have been integrally molded together with the couplers themselves. But, like other prior art designs, they may not have worked very well. They may have suffered from undue memory effects (e.g., if they were held in one or more positions for too long) and/or they may have degraded with continued use or over time. Problematically, relatively higher forces may have typically been required to actuate such coupler designs. Their springs may have weakened and/or failed to keep the model train vehicles coupled together. Generally, many model train enthusiasts may have considered plastic springs relatively terrible, i.e. , operationally speaking.

[0012] *Spring Knuckle Couplers.* In the prior art relating to N and Z scale model railway vehicles, spring knuckle coupler designs may have been provided simply as scaled-down versions of larger scale (e.g., typically, scaled-down from HO scale, or 1 :87 scale) designs. These designs may have worked extremely well for larger scales, but they may not have scaled down very well. In these designs, the coupler may have included a single shank with a separate knuckle part (i.e., rather than a split shank). This type of design may have required springs in two places: (i) a small coil spring that may help bias the knuckle towards a closed position, keep it there, and/or enable displacement of the knuckle (against the biasing) towards an open position to enable coupling; and/or (ii) another spring arrangement that may help keep the whole coupler shank centered, while enabling lateral play help model railway cars negotiate comers. It may not be readily possible to successfully scale-down these coupler designs to a small 1 :160 scale. So, this coupler design style may have tended to be very oversized, even for N scale standards (which may have been somewhat accustomed to sacrificing realistic sizing I scale for functionality of components). It may have been impossible to scale-down this coupler design style to a truly realistic 1 :160 sized coupler. As well, among other things, it may have been difficult to get the coil spring’s action light enough to enable proper functionality and/or good operating characteristics. Also, these prior art coupler designs may have suffered from a significant further disadvantage insofar as the coil spring that closed the knuckle was exposed and did not look very good - especially, for example, at smaller scales when it was even more exposed.

[0013] Some other prior art model railroad coupler designs - including some variants on split shank couplers - may have called for two separate coil springs in a rotationally-acting fashion (instead of in, or in addition to, any compressing-acting fashion). However, it may have been difficult to properly make or fabricate such springs, and/or to get them to function properly. It may have been difficult to provide the two springs with precisely equal tensions to each other, such as may have been required to properly center the coupler. Also, the springs may have been intended to serve dual purposes: (a) to hold the split shank closed with sufficient tension, so that the model railway cars did not uncouple unintentionally; and (b) to be light enough, so that the model railway cars automatically coupled with each other. One or more of these factors may have made such prior art designs extremely difficult to realize and/or to actually reduce to practice. As designed, it may have been impossible to make such springs actually work - i.e. , properly and/or cost effectively. As a result, such couplers may have been designed many years ago, but they may have never been available on the market.

[0014] Elsewhere in the prior art, Micro-Trains’ “True-Seale” coupler may have been introduced to the market in or about 2016. It may have had a plastic spring split shank design, as discussed above. It may have provided model railway enthusiasts with a coupler that - perhaps, unlike all the other prior art couplers described herein - actually had a to-scale sizing and/or looked prototypical in its proportions. As briefly described hereinabove, however, it may have been less than fully functional in some respects. Rather, it may have been more likely and/or commonly used as a largely decorative component - e.g., on the front of a locomotive leading a train, the part you see most visibly, but not coupling to anything - than as a functional part. The “True-Seale” coupler offered by Micro-Trains may have suffered from one or more significant problems. Its required coupling force may have been way too high, such that any automatic coupling may have been pretty much impossible. And/or, its lateral motion may have been too limited, such that it may not have worked for many model railway enthusiasts and/or it may not have enabled model trains to successfully round or traverse any but the very widest of comers and turnouts. Some model railway enthusiasts may have attempted to remedy its problems by manipulating its plastic springs to reduce their tension, but results may have been far from satisfactory. A model railway enthusiast may have ended up with cars which did not stay coupled, and/or which required a coupling force that was still too high regardless. Even if such couplers could have been provided with thinner plastic springs, they may have still lacked sufficient lateral motion. In the prior art, plastic springs may not have been particularly functional in model railway couplers.

[0015] It may be an object of the invention to provide a small scale model railway vehicle coupling device, system, and/or method.

[0016] It may be an object of the invention to provide a small scale model railway vehicle coupling device, system, and/or method that accurately models a full-scale coupler, is suitable for use with particularly small scale (e.g., N scale or Z scale) model railway vehicles, has a realistic and/or approximately true-to-scale appearance as such, and/or is fully functional as such.

[0017] It may be an object according to one aspect of the invention to provide a small scale model railway vehicle coupling device, system, and/or method that has a split shank coupler spring arrangement.

[0018] It may be an object according to one aspect of the invention to provide a small scale model railway vehicle coupling device, system, and/or method that enables: coupling of model railway vehicles to occur automatically, preferably, without intervention of a model railway operator; and/or the vehicles to remain coupled as they traverse a model railway with a wide variety of grades and curves.

[0019] It may be an object according to one aspect of the invention to provide a small scale model railway vehicle coupling device and/or system that may be more easily manufactured than prior art coupler designs.

[0020] It is an object of the present invention to obviate or mitigate one or more disadvantages and/or shortcomings associated with the prior art, to meet or provide for one or more needs and/or advantages, and/or to achieve one or more objects of the invention - one or more of which may preferably be readily appreciable by and/or suggested to those skilled in the art in view of the teachings and/or disclosures hereof.

SUMMARY OF THE INVENTION

[0021] According to the invention, there is disclosed a coupling device. The coupling device is preferably for use with a second coupler and with a pivot post secured to a small scale model railway vehicle. The coupling device preferably includes: a head shank having a head coupling end and a head shank lever end; and a retainer shank having a retainer coupling end and a retainer shank lever end. The head shank and the retainer shank are preferably stacked together with each other and, preferably, each is centrally and pivotably mounted on the pivot post. The head shank and the retainer shank are preferably selectively pivotable about the pivot post, in opposite directions relative to each other, between an open configuration and a closed configuration. In the open configuration, the head coupling end is preferably splayed apart from the retainer coupling end, such that the coupling device preferably can be selective coupled to, and uncoupled from, the second coupler in the open configuration. In the closed configuration, the head coupling end of the coupling device is preferably adapted for secure coupling engagement with the second coupler. Preferably, any load borne by the head coupling end and the retainer coupling end, from the second coupler, is transferred via the pivot post to the small scale railway vehicle. The coupling device also preferably includes a coil spring and a spring prop. The coil spring preferably defines a spring axis. The coil spring preferably engages and extends between the head shank lever end and the retainer shank lever end. The spring axis is preferably transverse to a forward I backward direction of movement for the small scale model railway vehicle. The coil spring is preferably compressed in the open configuration and biased towards the closed configuration. The spring prop preferably engages and at least partially bisects the coil spring. Preferably, via the coil spring, the spring prop urges the head shank and the retainer shank towards the closed configuration, and urges the head coupling end and the retainer coupling end, in opposing transverse directions, towards a substantially centered position relative to the small scale model railway vehicle for secure coupling engagement of the coupling device with the second coupler.

[0022] According to an aspect of the invention, the head coupling end may preferably, but need not necessarily, have an inward bevel and a knuckle hook. The retainer coupling end may preferably, but need not necessarily, have an inner bearing surface. Preferably, when the second coupler is selectively urged against the inward bevel and the inner bearing surface, the head shank and the retainer shank may preferably, but need not necessarily, be pivoted towards the open configuration to facilitate automatic coupling. Preferably, after the second coupler clears the inward bevel, the coil spring may preferably, but need not necessarily, urge the head shank and/or the retainer shank towards the closed configuration. In the closed configuration, the knuckle hook may preferably, but need not necessarily, securely engage the second coupler, for said secure coupling engagement of the coupling device with the second coupler.

[0023] According to an aspect of the invention, the head shank may preferably, but need not necessarily, be positioned above the retainer shank when they are stacked together with each other as aforesaid.

[0024] According to an aspect of the invention, the coupling device may preferably, but need not necessarily, also include a coupler box. The coupler box may preferably, but need not necessarily, securely engage the pivot post and/or be securely mounted on the small scale railway vehicle. [0025] According to an aspect of the invention, the coupling device may preferably, but need not necessarily, also include a mounting screw. The mounting screw may preferably, but need not necessarily, securely mount the coupler box to the small scale railway vehicle. The mounting screw may preferably, but need not necessarily, pass through the coupler box and/or through a hole in the pivot post.

[0026] According to an aspect of the invention, the coupling device may preferably, but need not necessarily, also include a mounting screw. The mounting screw may preferably, but need not necessarily, securely mount the coupler box to the small scale railway vehicle. The pivot post may preferably, but need not necessarily, be secured to the small scale railway vehicle via the coupler box.

[0027] According to an aspect of the invention, the coupling device may preferably, but need not necessarily, also include a shim member. The spring prop may preferably, but need not necessarily, securely engage and/or extend from the shim member. The coupler box may preferably, but need not necessarily, have inside side walls. The shim member may preferably, but need not necessarily, securely engage the inside side walls, preferably to securely fix the spring prop in a fixed position, preferably against the aforesaid urging by the coil spring of the head shank and the retainer shank towards the closed configuration.

[0028] According to an aspect of the invention, the spring prop may preferably, but need not necessarily, be secured relative to the small scale model railway vehicle in a fixed position, preferably against the aforesaid urging by the coil spring of the head shank and the retainer shank towards the closed configuration.

[0029] According to an aspect of the invention, the head shank lever end and/or the retainer shank lever end may preferably, but need not necessarily, each have a spring landing portion. The spring landing portion may preferably, but need not necessarily, securely engage the coil spring. The spring landing portion may preferably, but need not necessarily, have a tapering diameter. A widest point of the tapering diameter may preferably, but need not necessarily, be wider than an inside diameter of the coil spring. A narrowed point of the tapering diameter may preferably, but need not necessarily, be substantially equal to the inside diameter of the coil spring. The coil spring may preferably, but need not necessarily, securely engage the narrowed point and/or be biased against slipping over the widest point.

[0030] According to an aspect of the invention, the coil spring may preferably, but need not necessarily, be secured to the head shank lever end and/or to the retainer shank lever end by adhesive and/or mechanical attachment means.

[0031] According to an aspect of the invention, the retainer shank lever end may preferably, but need not necessarily, have an extension that engages the spring prop, preferably when the retainer shank is pivoted away from said substantially centered position and/or when the retainer coupling end is pivoted towards the spring prop. Preferably, when the extension engages the spring prop, the coil spring may preferably, but need not necessarily, be restricted from further compression adjacent to the retainer shank lever end, and/or the retainer shank may preferably, but need not necessarily, be restricted from further pivoting away from said substantially centered position, preferably for said secure coupling engagement of the coupling device with the second coupler.

[0032] According to an aspect of the invention, the extension may preferably, but need not necessarily, be selectively removable.

[0033] According to an aspect of the invention, the head shank may preferably, but need not necessarily, have a connecting ridge. The retainer shank may preferably, but need not necessarily, have a connecting tab. The connecting ridge may preferably, but need not necessarily, engage and/or pivot the retainer shank, preferably together with the head shank, and preferably upon continued pivoting of the head coupling end after the head shank and the retainer shank have been pivoted into the closed configuration. The connecting ridge may preferably, but need not necessarily, engage the connecting tab and/or pivot the retainer shank, preferably together with the head shank, and preferably upon continued pivoting of the head coupling end after the head shank and the retainer shank have been pivoted into the open configuration. The connecting tab may preferably, but need not necessarily, engage the connecting ridge and/or pivot the head shank, preferably together with the retainer shank, and preferably upon continued pivoting of the retainer coupling end after the retainer shank and the head shank have been pivoted into the open configuration.

[0034] According to an aspect of the invention, the head coupling end may preferably, but need not necessarily, have a magnetically actuated uncoupling pin for selective magnetic movement of the head coupling end towards the open configuration.

[0035] According to an aspect of the invention, the spring prop may preferably, but need not necessarily, restrict movement of the spring.

[0036] According to an aspect of the invention, the spring prop may preferably, but need not necessarily, enable selective compression and/or tension of the coil spring adjacent to the head shank lever end, preferably at least somewhat independently of any compression and/or tension in the coil spring, on the other side of the spring prop, adjacent to the retainer shank.

[0037] According to an aspect of the invention, the spring prop includes a plate member, a flange member, and/or a post member.

[0038] According to the invention, there are also disclosed one or more small scale model railway vehicle coupling devices, systems, and methods. (Herein, the small scale model railway vehicle coupling devices and/or systems may be alternately referenced as “couplers”.) According to an aspect of the invention, the devices, systems, and/or methods are preferably for the coupling of small scale model railway vehicles and/or trains.

[0039] According to an aspect of the invention, the devices, systems, and/or methods may preferably, but need not necessarily, involve a split shank coupler spring arrangement.

[0040] According to an aspect of the invention, the split shank coupler spring arrangement may preferably, but need not necessarily, include a coil spring, a retention post member, and/or two shanks. The two shanks may preferably serve as two split shank halves of the coupler. Each shank may preferably, but need not necessarily, have a lever portion. The coil spring may preferably elongate and have a longitudinal spring axis. The coil spring may preferably engage and extend between the lever portions of the two shanks. In use, the spring axis may preferably be oriented laterally - i.e., relative to the vehicle’s direction of motion. The coil spring and the lever portions may preferably act on the coupler’s two split shank halves. The retention post member may preferably work in conjunction with the coil spring to enable the coupler to reliably self-center. The retention post member may preferably readily enable automatic coupling with a relatively low spring force, and/or help keep the vehicles reliably coupled as the train traverses corners.

[0041] Persons skilled in the art will appreciate in view of the teachings and disclosures herein that the small scale model railway vehicle coupling devices, systems, and methods according to the invention offer significant advantageous utilities and/or functionality in comparison to the prior art.

[0042] Other advantages, features, and/or characteristics of the present invention, as well as methods of operation and functions of the related elements of the structure, operation, and/or the combination of parts, features, and/or economies of manufacture, will become more apparent upon consideration of the detailed description with reference to the figures which accompany this application.

BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The novel features which are believed to be characteristic of the present invention, and related devices, systems, and/or methods according to the present invention, as to their structure, organization, use, and/or methods of manufacture and/or operation, together with further objectives and advantages thereof, may be better understood from the figures which accompany this application, in which presently preferred embodiments of the invention have been illustrated by way of example. It is expressly understood, however, that such figures have been provided for the purpose of illustration and/or description only, and not intended as a definition of the limits of the invention. In the accompanying drawings: [0044] FIG. 1A shows a rear view of a coupler according to a preferred embodiment of the invention;

[0045] FIG. 1 B is a bottom view of the coupler of FIG. 1 A shown in partial section, along section line 1 B-1 B thereof;

[0046] FIG. 1 C is a closeup view of circled area 1 C from FIG. 1 B;

[0047] FIG. 2 is an exploded perspective view showing components of the coupler of FIG. 1A;

[0048] FIG. 3 is a bottom, front, left perspective view of a shank I spring subassembly of the coupler of FIG. 1 ;

[0049] FIG. 4 is a bottom, front, left perspective view of the shank / spring subassembly, according to another preferred embodiment, of the invention;

[0050] FIG. 5 is a perspective view of the shank I spring subassembly of FIG. 3, shown with a hand for size and/or scale reference;

[0051] FIG. 6A shows a rear view of a coupler according to yet another preferred embodiment of the invention;

[0052] FIG. 6B is a top view of the coupler of FIG. 6A shown in partial section;

[0053] FIG. 7 is a bottom partially sectional view of the coupler of FIG. 1A coupled with another such coupler;

[0054] FIG. 8A is a bottom partially sectional view of the couplers of FIG. 7, each in a closed configuration before secure engagement with each other;

[0055] FIG. 8B is a bottom partially sectional view of the couplers of FIG. 8A, each in an open configuration during secure engagement with each other;

[0056] FIG. 80 is a closeup view of circled area 8C from FIG. 8B;

[0057] FIG. 8D is a bottom partially sectional view of the couplers of FIG. 8A, each in a closed configuration after secure engagement with each other; [0058] FIG. 9A is a bottom partially sectional view of the couplers of FIG. 7, shown in an offset configuration encountered in negotiating a railway;

[0059] FIG. 9B is a bottom partially sectional view of the couplers of FIG. 9A, shown in another offset configuration encountered in negotiating a railway;

[0060] FIG. 10 depicts a bottom perspective view of a mounting block and spring prop according to another preferred embodiment of the invention, shown on a model train;

[0061] FIG. 11 is a bottom perspective view of a magnetically actuated uncoupling pin on a shank I spring subassembly according to another preferred embodiment of the invention;

[0062] FIG. 12 is a bottom perspective view of the shank I spring subassembly of FIG. 11 with the mounting block and spring prop of FIG. 10, shown on the model train; and

[0063] FIG. 13 is a bottom perspective view of the coupler of FIG. 12, shown with a coupler box on the model train.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0064] This disclosure, including the accompanying figures, may include one or more numbers, words, phrases, sentences, menu items, arrangements, and/or configurations which may be included by way of example. It may bear repeating, in this respect specifically, that such figures and/or this disclosure are for the purpose of illustration and description only, and not intended as a definition of the limits of the invention.

[0065] Additionally, one or more of the directional terms (e.g., front, top, bottom, left, right, side) and/or other terms used herein may be otherwise regarded and/or referenced using other terms.

[0066] In the accompanying drawings, FIG. 1A to 13 illustrate aspects of small scale model railway vehicle coupling devices, systems, and methods according to the invention. [0067] The coupler 100 preferably has a “split shank” design, with two pieces or halves: a head half (or “head shank”) 110 and a retainer half (or “retainer shank”) 120. The two are preferably fashioned to stack together. The retainer half 120 is preferably on the bottom, and the head half 110 is preferably on the top.

[0068] The overlapping stack 110, 120 is preferably supported by, and centrally pivots about, a pivot post member 130. The pivot member 130 is preferably provided in the form of a post. The two halves 110, 120 preferably pivot about this post member 130. The pivot post member 130 preferably engages a coupler box 140 and its top lid 150. (As depicted and described elsewhere herein, the pivot member 130 is preferably provided as an integral part of the coupler box 140. The pivot member 130 is preferably shaped to define a hole therethrough for mounting the coupler box 140 and the rest of the coupler 100 to the model railway vehicle 90.) The pivot post member 130 preferably transfers any load borne by the coupler halves 110, 120, via the box 140 and/or lid 150, to the model railway vehicle 90 itself. (The box 140 and/or lid 150 can be supplied with the coupler 100 or as integral to the model train 90 rather than being a completely separate part.)

[0069] Each of the coupler halves 110, 120 preferably has an extension that forms a lever portion 118, 128. Preferably, the head shank (or “knuckle shank” or “knuckle half’) 110 has a head I knuckle portion 112, and the retainer shank 120 has a retainer portion 122, each opposite its respective lever portion 118, 128. These coupling parts 112, 122 - i.e. , the head portion 112 of the head shank 110, and the retainer portion 122 of the retainer shank 120 - are preferably pivotably movable (in directions “A” and “B” in FIG. 1 B) between an open configuration and a closed configuration. In the closed configuration, and as perhaps best seen in FIG. 1 B, 3-5, 6B-8A, 8D-9A, and 11-13, the head portion 112 and the retainer portion 122 are adapted to, together, secure the coupler 100 bearing them to another coupler 100 (as perhaps best seen in FIG. 7, 8D, and 9A). Whereas, in the open configuration, the head portion 112 and retainer portion 122 are splayed apart from one another (relative to the open configuration) to selectively enable secure engagement with, or release from, the other coupler 100 - as best seen in FIG. 8B.

[0070] The lever portions 118, 128 are preferably short (as shown, for example, in FIG. 3). Some preferred embodiments of the coupler 100’ may, however, be provided with long lever portions 118’, 128’ (as shown, for example, in FIG. 4). In the long lever embodiment of the coupler 100’, a coil spring 160 is located between the ends of long levers 118’, 128’ extending on each of the two coupler halves 110’, 120’ - e.g., as shown in FIG. 4. In a preferred short lever embodiment of the coupler 100, the coil spring 160 is preferably located between short levers 118, 128 of the two coupler halves 110, 120 - e.g., as shown in FIG. 1 B, 3, 5, 7-9B, and 11-12 - close to the pivot post member 130.

[0071] Advantageously, long lever embodiments of the coupler 100’, 100” are preferably readily compatible with conventional configurations for a model train coupler box 140”, 150” according to the prior art (as perhaps best seen in FIG. 6A-6B). The long levers 118”, 128” - with the coil spring 160 located between the end portions thereof - preferably provide ample clearance for a mounting screw 152 (as shown in FIG. 6B) as may be conventionally located roughly in the middle of a model train coupler box 140”, 150” according to the prior art. As such, the long lever embodiment of the coupler 100’, 100” may preferably be readily adapted for use with prior art model railway vehicles 90, preferably with minimal (if any) modifications being required to the vehicles 90 themselves.

[0072] On the other hand, short lever embodiments may preferably and/or advantageously afford significantly more lateral travel for the couplers 100. This feature preferably enables model trains 90 to traverse sharper railway comers. In the short lever embodiment, the coil spring 160 is preferably positioned nearer to the pivot member 130. (Prior art model train coupler boxes may, however, utilize this position for a mounting screw 152 that can, as may be best appreciated from FIG. 10 and 12-13, pass through the pivot member 130’. The short lever embodiment of the coupler 100 may include a custom coupler box and/or it may involve somewhat more modification of prior art model train coupler boxes than long lever embodiments of the invention.)

[0073] The short and long lever embodiments are preferably entirely compatible for coupling with each other (as may be appreciated from a consideration of FIG. 3 and 4), and can preferably be used interchangeably as the specific requirements of the model railcar and/or the specific trackwork may dictate.

[0074] Whichever the embodiment, the lever portions 118, 128 preferably securely attach to the coil spring 160. The spring 160 is preferably mechanically attached and secured to the lever portions 118, 128, as may be best appreciated in view of FIG. 1 B-1 C and 7. Preferably, each of the lever ends 118, 128 has a spring landing portion. The spring landing portion 200 that securely engages the coil spring 160. As best seen in FIG. 1 C, the spring landing portion 200 preferably has a tapering diameter 202. A widest point 204 of the tapering diameter 202 is preferably wider than an inside diameter 162 of the coil spring 160. A narrowed point 206 of the tapering diameter 202 is preferably substantially equal to the inside diameter 162 of the coil spring 160. The coil spring 160 preferably securely engages the narrowed point 206 and is biased against slipping over the widest point 204.

[0075] The spring 160 may be mechanically attached and secured to the lever portions 118, 128 as described above and/or in other ways. (In addition or instead, the spring 160 can be attached and secured to the lever portions 118”, 128” with adhesive 164, e.g., specialty glue, as best seen in FIG. 6A and 6B.) Attaching and securing the spring 160 to the lever portions 118, 128 preferably helps to supplement the spring tension. The spring 160 may be subject to not only compression forces, but also tension forces.

[0076] As perhaps best seen in FIG. 1 B and 1 C, each of the lever portions 118, 128 is preferably provided with a spring landing portion 200. The spring 160 can preferably act on the lever 118, 128 with compression forces. Also, in some circumstances, the coil spring 160 may be under tension. (As described elsewhere herein, the coupler 100 preferably includes a retaining prop or “spring prop” 170 that bisects the spring 160 and/or helps to self-center the mechanism.) In any event, the spring 160 preferably remains attached to the lever portions 118, 128, even when under tension.

[0077] In commercial embodiments of the invention, the configuration, mechanical attachment, and secure retention of the coil spring 160 and the spring landing portions 200 may be achieved in a variety of different ways that fall within the scope of the invention. For example, a hook portion (not shown) may be provided to keep the spring 160 attached to the spring landings 200 provided on each of the lever portions 118, 128, and/or the spring 160 may be glued to spring landings 200” on the lever portions 118”, 128”, as perhaps best seen in FIG. 6A and 6B. For example, a specialty I cyanoacrylate (“CA”) glue 164 may be applied to the spring landing portion 200” and opposing ends of the spring 160 to mechanically attach the opposing ends of the spring 160 to the coupler shank lever portions 118”, 128”. Preferably, the CA glue 164 may effectively support the opposing ends of the spring 160 against the lever portions 118”, 128”, and/or retain the spring 160 in secure engagement with the lever portions 118”, 128” when the spring 160 is under tension.

[0078] As best seen in FIG. 1 B and 9A, the retainer shank lever end 128 preferably also has an extension 210 that engages the spring prop 170, when the retainer shank 120 is pivoted away from its substantially centered position and when the retainer coupling end 122 is pivoted towards the spring prop 170. Preferably, when the extension 210 engages the spring prop 170, the coil spring 160 is restricted from further compression adjacent to the retainer shank lever end 128, and the retainer shank 120 is preferably restricted from further pivoting away from said substantially centered position, for secure coupling engagement of the coupling device 100 with a second coupler. The extension 210 preferably improves reliability when the range of motion of the coupler 100 is restricted in its box. The extension 210 limits travel so the lever arm 128 bottoms out on the prop 170 earlier. Otherwise, if the lever arm 128 has a range of motion that exceeds that of the knuckle 110 in the same direction, there can be an unintentional uncoupling event. [0079] The extension 210 is preferably constructed from plastic and adapted to be selectively removed by the user 80 when it’s not needed, e.g., if there is no risk of the lever arms 118, 128 coming into contact with inside walls of the coupler box. The plastic of this extension 210 can preferably readily be cut off from the coupler 100 if the box is sufficiently wide and more range of motion is desirable. Also, some embodiments of the invention are preferably produced without the extension 210 on the retainer half 128.

[0080] As best seen in FIG. 2, 8B-8C, and 9A-9B, the head shank 110 preferably has a connecting ridge 116. The retainer shank 120 preferably has a connecting tab 126. The connecting ridge 116 preferably engages and pivots the retainer shank 120, together with the head shank 110, upon continued pivoting of the head coupling end 112 after the head shank 110 and the retainer shank 120 have been pivoted into the closed configuration, as shown in FIG. 9A. The connecting ridge 116 preferably engages the connecting tab 126 and pivots the retainer shank 120, together with the head shank 110, upon continued pivoting of the head coupling end 112 after the head shank 110 and the retainer shank 120 have been pivoted into the open configuration, as shown in FIG. 9B. The connecting tab 126 preferably engages the connecting ridge 116 and pivots the head shank 110, together with the retainer shank 120, upon continued pivoting of the retainer coupling end 122 after the retainer shank 120 and the head shank 110 have been pivoted into the open configuration (as perhaps best seen in FIG. 8B-8C). The ridge 116 is load-bearing and helps make the head shank 110 more rigid. The ridge 116 and tab 126 effectively function as a mechanical interconnect between the shanks 110, 120.

[0081] In some preferred embodiments, the spring 160 and the lever portions 118, 128 may be securely engaged to each other in such a way that the spring 160 is substantially restrained against any rotation, about its longitudinal spring axis “C-C”, relative to the lever portions. (This may help with proper functioning of the “spring prop” or retaining prop 170 as described elsewhere herein.)

[0082] Preferably, in embodiments of the coupler 100, 100’, 100”, the spring 160 is resting (e.g., neither under compression nor under tension) when the coupling parts 112, 122 (and coupling parts 112”, 122”) are in the closed configuration. The spring 160 is preferably not too short, which otherwise might urge the coupling parts 112, 122 towards the open configuration, and/or cause the coupler 100’ not stay reliably coupled with mating couplers. Likewise, the spring 160 is preferably not too long, which otherwise might (i) urge the coupling parts 112, 122 towards and/or against each other with the force of the spring 160, (ii) increase the required coupling force beyond a lower threshold as may be required and/or desired for ready automatic coupling, and/or (iii) interfere with magnetic uncoupling if, when, and/or as may be desired and/or required in some embodiments within the scope of the invention.

[0083] In both the short and long lever embodiments, the coil spring 160 is preferably bisected with a spring prop (or “retaining prop”) 170, 170’, 170” as best seen in FIG. 1 B, 6A-8B, 8D-9B, and 12. The way this retaining prop 170, 170’, 170” works, preferably, is a novel and inventive feature of the small scale model railway vehicle coupling devices, systems, and methods according to the invention. It preferably helps to provide a self-centering mechanism for the coupler 100, 100’, 100”.

[0084] It may be worthwhile to note that in FIG. 1 B, 2, 7-8B, 8D-9B, the retaining prop 170 is a flange or plate member that extends from a shim member 172. The spring prop 170 preferably securely engages and extends from the shim member 172, as best seen in FIG. 2. A coupler box 140 preferably has inside side walls 142. The shim member 172 preferably securely engages the inside side walls 142 (as perhaps best seen in FIG. 1 B and 7) to securely fix the spring prop 170 in a fixed position against urging by the coil spring 160 of the head shank 110 and the retainer shank 120 towards the closed configuration. The shim member 172 and spring prop 170 may be constructed from brass. The shim member 172 may preferably enable retrofitting of the design to existing models. The shim member 172 may help to make the coupler 100 more accessible and/or usable in a wider variety of contexts and applications. As aforesaid, the shim member 172 preferably fits against the inner side walls 142 of the box 140.

[0085] The prop 170 may, in some embodiments within the scope of the invention, be integrally molded into the box 140 and/or its lid 150. [0086] As shown in FIG. 10 and 12 the retaining prop 170’ a flange or plate member that may alternately extend from a mounting block 174 that is provided on the railway vehicle 90. Whereas, in FIG. 6A-6B the retaining prop 170” is alternately provided in the form of a post member that extends between the coupler box 140” and the box lid 150.

[0087] The coupler parts 112, 122 may preferably afford a fair amount of lateral travel (in lateral directions “E” as shown in FIG. 9A-9B), e.g., to help the model train 90 negotiate curves which, in model railway environments, may frequently have a much smaller radius than prior art model train designs were (even notionally) able to negotiate. When enabling lateral travel, it may be desirable to provide a mechanism for centering, or re-centering, the coupler 100. Otherwise, the couplers 100, 100 may remain off-center after rounding a bend and/or may be unable to automatically couple adjacent model railway vehicles 90 together with each other. Some prior art designs may have failed to provide any suitable mechanism for effectively self-centering their couplers, and/or may have been useless for “hands-off” operation.

[0088] Without the self-centering retaining prop 170, the coupler assembly 100 might otherwise have a tendency to float laterally around the pivot post member 130. And, the coupler 100 may then be unable to readily couple with another railcar 90, at least not without re-aligning the coupler 100 (e.g., manually) back into a central position. Without the retaining prop 170 depicted in FIG. 9A and 9B (among others), the knuckle half 110 otherwise might be urged only with insufficient force to keep it reliably engaged with the knuckle 110 on another coupler 100, when the couplers 100, 100 are pulled towards their respective retainer halves 120 - i.e. , at least when the spring 160 force is still low enough to reliably enable automatic (e.g., hands-free) coupling.

[0089] As perhaps best seen in FIG. 1 B, 6A-7, 8A, 8D, and 12, the retaining prop 170, 170’, 170” is preferably centered in the spring 160. The retaining prop 170 is small, e.g., at the N and Z scales. It should be centered such that it bisects the length of the spring 160 in the middle, so there is an equal amount of spring 160 on both sides of it. It is also preferably, in the embodiment shown in FIG. 6A-6B, placed in the middle of the spring 160 along a forward / rearward axis of the coupler 100”, so that the spring 160 will evenly land on the retaining prop 170 and not slip past it. Preferably, in this manner, the prop 170 helps to retain the spring 160.

[0090] The retaining props 170, 170’, 170” (and the shim member 172) are preferably constructed of a strong material and/or withstands forces applied to it. For example, they may preferably be made from brass, steel, and/or bronze, e.g., with a thickness of about 0.007 inches.

[0091] Also, the retaining prop (or retaining post member) 170” shown in FIG. 6A-6B is preferably “sewn” through coils of the spring 160 to help ensure the spring 160 can not slip past the prop 170”. The retaining prop 170” is preferably “sewn” through coils of the spring 160 by inserting the prop 170” through two adjacent coil loops of the spring 160.

[0092] The spring 160 with the retaining prop 170 may effectively enable the two parts 110, 120 of the split shank coupler 100 to operate substantially (or at least somewhat) independently of each other. For example, even though there is only one spring 160, it may preferably operate almost as if each half 110, 120 of the split shank is independently sprung. Preferably, movement on either split shank part 110, 120 may be substantially (or at least somewhat) isolated from the other, and/or may not be transferred to the other. The retaining prop 170 may preferably restrict movement of the spring 160.

[0093] Preferably, beyond just reliably self-centering the coupler 100, the retaining prop 170 may limit travel of the retainer half 120 of the split shank 110, 120, and/or enable it to progressively increase tension against an opposing coupler 100 when the couplers 100, 100 experience lateral forces (e.g., in the lateral directions “E” shown in FIG. 9A-9B).

[0094] Advantageously, the spring 160 and the retaining prop 170 preferably have a very small size, which preferably helps to increase and/or maximize how much the coupling parts 110, 120 can travel, and/or helps model railway vehicles 90 equipped with such couplers 100 to negotiate sharp corners. [0095] In long lever embodiments of the invention, as shown in FIG. 6A and 6B, the coupler box 140” is shaped to define lever cut-out portions 144, 144. As may be best appreciated from FIG. 6B, the lever cut-out portions 144, 144 of the box 140” preferably afford adequate clearance for the lever portions 118”, 128” of the coupler 100” over an extended range of motion, e.g., relative to each other and/or about the pivot member 130”. The range of motion of the knuckle half 110 of the coupler preferably matches that of the retainer half 120.

[0096] *Coupler Operation Description.* Preferably, the couplers 100, 100’, 100” can automatically couple two model railway vehicles 90 together, hands-free and/or without needing any intervention by the operator 80. The couplers 100, 100’, 100” preferably remain coupled as the rolling stock traverses a model railway, with various grades and/or curves.

[0097] The knuckle half 110 of the coupler 100 is preferably shaped and otherwise adapted to enable and/or facilitate automatic coupling. It preferably also keeps the cars 90 coupled once they are connected. An outer surface 112a of the knuckle half 110 is preferably beveled inwards, and an inner surface thereof preferably maintains that same inward bevel.

[0098] The coil spring 160 and the retention prop 170 interact during the coupling method, for example, as shown in FIG. 8A to 8D.

[0099] Preferably, as shown in FIG. 8A to 8D, when adjacent mating couplers 100, 100 are pushed together (e.g., a coupler 100 provided on a moving rail vehicle 90 engages an adjacent mating coupler 100 on a stationary rail vehicle 90), the inward bevels 112a of the mating couplers’ knuckle heads 112 engage one another. With continued pushing towards one another, the adjacent knuckle halves 110, 110 are preferably urged outwards and/or pivot about their respective pivot post members 130. The knuckle halves 110 preferably transmit this force, via their lever arms 118, to their springs 160. In this way, a portion of the spring 160 may preferably compress against the retaining prop 170 that bisects it. As perhaps best seen in FIG. 8B, the knuckle head 110 preferably also engages an inner bearing surface 124 that is provided on the retaining half 120 of the mating coupler 100. Preferably, in this way, this retaining half 120 is likewise urged to pivot outward about its pivot post member 130, transmitting force to its lever portion 128 and to the other side of the spring 160 in a similar fashion. The spring 160 resists this force. The spring 160 is preferably constructed with a spring force that is not too high. In this way, the spring 160 preferably enables and/or facilitates automatic coupling, with an appropriate amount of force as may be encountered and/or desired when model railway vehicles couple.

[0100] Preferably, after beveled edges 112a of adjacent knuckle halves 110 have cleared each other, the springs 160 force their couplers back to their original positions (e.g., as perhaps best seen in FIG. 8D). The mating couplers 100, 100 are preferably then connected.

[0101] When the train is pulled or pushed, force in the direction of motion (“D”) is applied to the knuckle 112 of the mating coupler 100 and preferably transferred, via the pivot post member 130, to the coupler box 140 and to the railcar 90 itself. The inward bevels of the knuckles’ mating surfaces preferably provides a positive lock and helps keep adjacent cars coupled. Also, the retainer half 120 preferably helps keep the cars coupled, particularly, for example, in scenarios where the train is not being pulled and/or there is no tension on the knuckles’ inward bevels. Then, the spring 160 preferably urges the lever portion on the retaining half 120 in such a way that the inner bearing surface on the retaining half 120 engages the mating coupler’s knuckle part 112 and helps keep the knuckles 112, 112 engaged with each other.

[0102] As model railcars 90 negotiate trackwork with curves, mating couplers 100, 100 on adjacent cars may no longer be aligned. The couplers 100, 100 preferably enable lateral motion, for example, as shown in FIG. 9A and 9B, while still remaining coupled.

[0103] As a coupler 100 is pulled in the direction of its knuckle hook 112b, when a bend in the railway causes its knuckle half 110 to rotate about the pivot pin member 130, the lever portion 118 thereof preferably compresses a corresponding side of the spring 160 against the retaining prop 170 (as shown in FIG. 9B). The spring 160 is preferably held in place by the retaining prop 170. Preferably, the mating knuckle hooks 112b, 112b, then keep the cars 90 securely coupled with one another as shown in FIG. 9B. In this situation, therefore, the cars will still be positively coupled with one another.

[0104] Sometimes the railway bends the other way and causes the coupler parts 110, 120 to rotate about the pivot pin member 130 in the other direction, towards the retainer half 120, as shown in FIG. 9A. Then, the knuckle half 110 of a first coupler 100 engages the retainer half 120 of the mating coupler 100. As such, when the coupler parts 112, 122 are pulled in the direction of the retainer half 120, the retainer half 120 moves with the knuckle half 110. As the coupler 100 rotates about the pivot pin member 130 in the direction of the retainer coupling end 122, the retainer half 120 is moved together with the knuckle half 110. As the retainer half 120 rotates about the pivot pin member 130, the lever portion 122 thereof preferably compresses the corresponding side of the spring 160 against the retaining prop 170 (as shown in FIG. 9A). Preferably, the more the coupler 100 rotates in this direction, the more the spring 160 gets compressed, increasing the force with which the inner bearing surface 124 of its retainer half 120 is urged against the mating coupler’s knuckle half 110. This force helps keep the mating couplers 100, 100 securely engaged with one another, especially, for example, when pulling lighter loads and/or when the hooked bevels 112a, 112a of the knuckle halves 110, 110 might not as reliably keep the knuckle halves 110, 110 engaged with each other. Preferably, according to the invention, the more off-center the couplers 100 become, the higher the force becomes on the retainer half 120 of the coupler 100.

[0105] The knuckle half 110 of the coupler 100 also preferably rotates, about the pivot pin member 130, in the direction of the retainer half 120. Even the somewhat narrower box 140’ and lid 150’ shown in FIG. 9A and 9B preferably afford adequate clearance for the lever portions 118, 128 on the shanks 110, 120 of the coupler 100 over an extended range of motion. As such, the movement, travel, and range of motion of the knuckle half 110 of the coupler 100 preferably matches that of its retainer half 120. For example, the extension 210 on the retainer shank lever end 128, when it engages the spring prop 170 as aforesaid, preferably improves coupled reliability with a partially restricted range of motion from box 140’. [0106] Preferably, according to some embodiments of the invention (e.g., as shown in FIG. 9A and 9B), no additional clearance is required within the box 140’ for the lever portions 118, 128. The shim member 172’ is preferably adapted to fit inside the box 140’.

[0107] Now, when the lever portions 118, 128 of the shanks 110, 120 travels to their fullest extent, the spring 160 may be in tension relative to the retention prop 170. Accordingly, the lever portion 118, 128 of the shanks 110, 120 are preferably reliably and securely attached to the spring 160.

[0108] According to the invention, model railway train vehicles 90 can be uncoupled from one another in a variety of ways. For example, a pointed tool (such as, e.g., a bamboo skewer with a sharp end) can be used to push the coupling parts 112, 122 apart from one another into their open configurations. Alternately, one of the vehicles 90 could be vertically raised so as to slip its coupler 100 upwards relative to, and away I free from, the coupler 100 of the adjacent vehicle 90. And/or, in some embodiments of the invention (as described elsewhere herein), model railway train vehicles 90 can be uncoupled from one another by a magnetically actuated uncoupling pin 114 (e.g., as shown in FIG. 12-13).

[0109] The retention prop 170 preferably enables the coil spring 160 to work effectively when used laterally in the split shank coupler design described above. The retention prop 170 effectively bisects the single coil spring 160 into two spring portions that, in many ways, function independently of one another.

[0110] Preferably, the invention helps solve, obviate, and/or mitigate one or more problems associated with the prior art relating to split shank couplers.

[0111] The devices, systems, and/or methods according to the invention preferably provide benefits associated with a metal coil spring, one which is compressed, rather than being acted on rotationally. The spring 160 itself can preferably be readily manufactured. It is preferably acted upon by the coupler forces, and not any other train forces. It is preferably free from any undesirable “Slinky” effect. Preferably, only relatively low forces are required to automatically couple two model railway vehicles 90 with one another. The split shank design of the devices and systems according to the invention preferably scales down very well, e.g., to the N and Z scales. According to the invention, the spring 160 is preferably not visible and/or substantially concealed within a box 140 such as may, for example, be located under the model railway vehicle 90. Preferably, the device and/or system according to the invention can be readily manufactured, using springs 160 that are relatively commonplace in the model railway coupler market.

[0112] The invention is contemplated for use by or in association with coupling devices, systems, and methods, including split shank coupler designs, for small scale model railway vehicles, as described above. The invention, however, is not so limited. And, in any event, other embodiments, which fall within the scope of the invention, may be provided. For example, some embodiments of the invention utilize its novel and inventive spring design (described elsewhere herein) in association with an oversized split shank coupler that then also, advantageously, can be provided with the magnetically actuated uncoupling pin 114, e.g., as shown in FIG. 12-13.

[0113] As described above, some embodiments of the coupler 100 may preferably provide for the retainer and knuckle halves 110, 120 to be mechanically interconnected, and to rotate together, with one another when the knuckle half rotates outward. Also or instead, this mechanical interconnection or rotation may be provided for aesthetic reasons and/or to enable reliable magnetic uncoupling.

[0114] In some preferred embodiments, according to the invention, the retaining prop 170’ is preferably mounted differently than how it has been described elsewhere herein or shown in FIG. 1 to 9B. In these embodiments - for example, as best seen in FIG. 10 and 12 - the retaining prop 170’ is preferably secured to the train 90 by a mounting block 174. It is preferably mounted so that it extends, from the mounting block 174, substantially in a fore-aft direction (i.e. , relative to the model train’s intended direction of motion “D”). In some such embodiments, the mounting block 174 fits into an existing coupler box that can preferably be readily retrofitted. The retaining prop 170’ preferably still helps to provide a self-centering mechanism for the coupler 100 - i.e., substantially in the same manner as, and/or in a manner analogous to that, described hereinabove. The retaining prop 170’ is still preferably centered in the spring 160, bisecting its length in the middle, so there is an equal amount of spring 160 on both sides of it. In such embodiments, the spring 160 will evenly land on the retaining prop 170’ and not slip past it.

[0115] In other embodiments, the coupler may preferably be provided with two separate, smaller coil springs instead of a single coil spring bisected by a prop.

[0116] The invention may preferably find advantageous utility, with such modifications as appropriate (and obvious, in view of the teachings and disclosures herein, to persons having ordinary skill in the art), in association with small scale model railways.

[0117] The foregoing description has been presented for the purpose of illustration and is not intended to be exhaustive or to limit the invention to the precise form disclosed.

[0118] Naturally, in view of the teachings and disclosures herein, persons having ordinary skill in the art may appreciate that alternate designs and/or embodiments of the invention may be possible (e.g., with substitution of one or more components for others, with alternate configurations of components, etc). Although some of the components, relations, configurations and/or steps according to the invention are not specifically referenced in association with one another, they may be used, and/or adapted for use, in association therewith. All of the aforementioned and various other structures, configurations, relationships, utilities, any which may be depicted and/or based hereon, and the like may be, but are not necessarily, incorporated into and/or achieved by the invention. Any one or more of the aforementioned structures, configurations, relationships, utilities and the like may be implemented in and/or by the invention, on their own, and/or without reference, regard or likewise implementation of any of the other aforementioned structures, configurations, relationships, utilities and the like, in various permutations and combinations, as will be readily apparent to those skilled in the art, without departing from the pith, marrow, and spirit of the disclosed invention.

[0119] Other modifications and alterations may be used in the design, manufacture, and/or implementation of other embodiments according to the present invention without departing from the spirit and scope of the invention, which is limited only by the claims hereof.

Claims

CLAIMS:

1 . A coupling device, for use with a second coupler and with a pivot post secured to a small scale model railway vehicle, wherein the coupling device comprises: a head shank having a head coupling end and a head shank lever end; a retainer shank having a retainer coupling end and a retainer shank lever end; wherein the head shank and the retainer shank are stacked together with each other, and each is centrally and pivotably mounted on the pivot post; wherein the head shank and the retainer shank are selectively pivotable about the pivot post, in opposite directions relative to each other, between an open configuration and a closed configuration; wherein in the open configuration, the head coupling end is splayed apart from the retainer coupling end, such that the coupling device can be selective coupled to, and uncoupled from, the second coupler in the open configuration; wherein in the closed configuration, the head coupling end of the coupling device is adapted for secure coupling engagement with the second coupler; and wherein any load borne by the head coupling end and the retainer coupling end, from the second coupler, is transferred via the pivot post to the small scale railway vehicle; a coil spring defining a spring axis; wherein the coil spring engages and extends between the head shank lever end and the retainer shank lever end; wherein the spring axis is transverse to a forward I backward direction of movement for the small scale model railway vehicle; wherein the coil spring is compressed in the open configuration and biased towards the closed configuration; and a spring prop that engages and at least partially bisects the coil spring and, via the coil spring, urges the head shank and the retainer shank towards the closed configuration, and urges the head coupling end and the retainer coupling end, in opposing transverse directions, towards a substantially centered position relative to the small scale model railway vehicle for secure coupling engagement of the coupling device with the second coupler.

2. The coupling device according to claim 1 , wherein the head coupling end has an inward bevel and a knuckle hook, and the retainer coupling end has an inner bearing surface; wherein when the second coupler is selectively urged against the inward bevel and the inner bearing surface, the head shank and the retainer shank are pivoted towards the open configuration to facilitate automatic coupling; wherein after the second coupler clears the inward bevel, the coil spring urges the head shank and the retainer shank towards the closed configuration, whereat the knuckle hook securely engages the second coupler, for said secure coupling engagement of the coupling device with the second coupler.

3. The coupling device according to any one of claims 1 to 2, wherein the head shank is positioned above the retainer shank when they are stacked together with each other as aforesaid.

4. The coupling device according to any one of claims 1 to 3, further comprising a coupler box that securely engages the pivot post and is securely mounted on the small scale railway vehicle.

5. The coupling device according to claim 4, further comprising a mounting screw that securely mounts the coupler box to the small scale railway vehicle; and wherein the mounting screw passes through the coupler box and through a hole in the pivot post.

6. The coupling device according to claim 4, further comprising a mounting screw that securely mounts the coupler box to the small scale railway vehicle; and wherein the pivot post is secured to the small scale railway vehicle via the coupler box.

7. The coupling device according to any one of claims 4 to 6, further comprising a shim member; wherein the spring prop securely engages and extends from the shim member; wherein the coupler box has inside side walls, and the shim member securely engages the inside side walls to securely fix the spring prop in a fixed position against the aforesaid urging by the coil spring of the head shank and the retainer shank towards the closed configuration.

8. The coupling device according to any one of claims 1 to 6, wherein the spring prop is secured, relative to the small scale model railway vehicle, in a fixed position against the aforesaid urging by the coil spring of the head shank and the retainer shank towards the closed configuration.

9. The coupling device according to any one of claims 1 to 8, wherein the head shank lever end and the retainer shank lever end each has a spring landing portion that securely engages the coil spring; wherein the spring landing portion has a tapering diameter; wherein a widest point of the tapering diameter is wider than an inside diameter of the coil spring, and a narrowed point of the tapering diameter is substantially equal to the inside diameter of the coil spring; wherein the coil spring securely engages the narrowed point and is biased against slipping over the widest point.

10. The coupling device according to any one of claims 1 to 8, wherein the coil spring is secured to the head shank lever end and to the retainer shank lever end by adhesive and/or mechanical attachment means.

11. The coupling device according to any one of claims 1 to 10, wherein the retainer shank lever end has an extension that engages the spring prop when the retainer shank is pivoted away from said substantially centered position and the retainer coupling end is pivoted towards the spring prop; wherein when the extension engages the spring prop, the coil spring is restricted from further compression adjacent to the retainer shank lever end, and the retainer shank is restricted from further pivoting away from said substantially centered position for said secure coupling engagement of the coupling device with the second coupler.

12. The coupling device according to claim 11 , wherein the extension is selectively removable.

13. The coupling device according to any one of claims 1 to 12, wherein the head shank has a connecting ridge and the retainer shank has a connecting tab; wherein: (a) the connecting ridge engages and pivots the retainer shank, together with the head shank, upon continued pivoting of the head coupling end after the head shank and the retainer shank have been pivoted into the closed configuration; (b) the connecting ridge engages the connecting tab and pivots the retainer shank, together with the head shank, upon continued pivoting of the head coupling end after the head shank and the retainer shank have been pivoted into the open configuration; and (c) the connecting tab engages the connecting ridge and pivots the head shank, together with the retainer shank, upon continued pivoting of the retainer coupling end after the retainer shank and the head shank have been pivoted into the open configuration.

14. The coupling device according to any one of claims 1 to 13, wherein the head coupling end has a magnetically actuated uncoupling pin for selective magnetic movement of the head coupling end towards the open configuration.

15. The coupling device according to any one of claims 1 to 14, wherein the spring prop restricts movement of the spring.

16. The coupling device according to claim 15, wherein the spring prop enables selective compression and tension of the coil spring adjacent to the head shank lever end at least somewhat independently of any compression or tension in the coil spring, on the other side of the spring prop, adjacent to the retainer shank.

17. The coupling device according to any one of claims 1 to 16, wherein the spring prop comprises a plate member, a flange member, and/or a post member.