GB2564658A - Model railway coupling device - Google Patents

Abstract

A model railway coupling device comprises hook assembly 10 and rigid coupling link 20 which pivots on the hook assembly. The hook assembly comprises a functional hook 60 and a ferrous element 50. The rigid coupling link incorporates a magnet 40. The coupling device allows model railway vehicles to be remotely coupled and uncoupled. The rigid coupling link may remain in a coupling position B by attraction between the magnet and ferrous element, and may remain in an uncoupling position A under gravity. An external magnetic field may be used to move the rigid coupling link between these two positions, allowing the vehicles to be uncoupled without manual input. An anti-coupling latch (fig. 3, 130) may be fitted to prevent inadvertent coupling. The coupling device is intended to resemble a prototypical three link coupling. Also claimed is a coupling device having a counterweight of sufficient mass to cause the rigid coupling link to remain in the coupling position under gravity.

Description

MODEL RAILWAY COUPLING DEVICE

The present invention relates to a device, in appearance resembling in many aspects the prototype equivalents traditionally used in the United Kingdom and many other countries, such as the ‘three link’ coupling or ‘screw’ coupling, for remotely coupling and uncoupling model railway vehicles.

Throughout this application, the terms ‘prototype’ and ‘prototypical’ are used to denote the full-size equivalent to a model, and which the model is intended to represent, as distinct from the first-off realisation of a design.

Many devices exist for the coupling of model railway vehicles, and to enable their uncoupling. Some are available commercially while others are from kits or home-made. However none is able to combine the realistic appearance of a scale model of the prototype device with an automatic and controllable action. In addition, many of the existing devices suffer from a number of disadvantages, including: non-scale and ugly appearance; excessive size; lack of reliability when coupling and/or uncoupling; inadvertent uncoupling; the need for careful initial set-up; the need for frequent and careful adjustment; lack of robustness; difficulty of fitment to the model railway vehicle; the need to carry out extensive modifications to the model railway vehicle; the need for non-scale and ugly uncoupling devices; the inability to couple or uncouple when the model railway vehicles are situated on a curve of the track; are handed, thereby being incapable of operation if the model railway vehicle is turned around; incompatibility with other coupling types; the requirement of manual operation, often a difficult and fiddly task; the inability to allow model railway vehicles to be propelled without inadvertent coupling; the requirement for non-prototypical movement of the model railway vehicles during the uncoupling operation; and the protrusion beyond the outer ends of the model railway vehicle, leading to accidental damage or distortion of the coupling or adjacent objects.

The present invention proposes to overcome most or all of these disadvantages with a coupling device, in appearance resembling in many aspects the prototype equivalents such as the ‘three link’ coupling or ‘screw’ coupling traditionally used in the United Kingdom and many other countries. The device comprises a hook assembly incorporating a functional hook and a ferrous element, and a rigid coupling link assembly pivoting on the hook assembly and incorporating a magnet, whereby model railway vehicles may be remotely coupled and uncoupled. The coupling link assembly remains in the ‘uncouple’ position by the action of gravity and alternatively remains in the ‘couple’ position by action of the magnet on the ferrous element. The coupling link assembly is moved between the two alternative positions by the influence of external magnetic fields of opposite poles, and is stable in both positions. The model railway vehicles are coupled by pushing them together, with one vehicle’s coupling link assembly previously having been moved to the ‘couple’ position by the action of an external magnetic field, whereupon the coupling link assembly engages on the functional hook of the adjacent vehicle. The vehicles are uncoupled through the action of an external magnetic field of the opposite pole to the first, which returns the aforesaid coupling link assembly to the ‘uncouple’ position.

Preferred embodiments of the invention will now be described, by way of example only, with reference to the following Figures, in which:

Figure 1 is a side elevation of a coupling device according to a first embodiment of the invention in which the ‘front’ is to the right and the ‘rear’ is to the left (note: for clarity the magnet 40 is not shown in the ‘couple’ position B);

Figure 2 is a front elevation of the embodiment of Figure 1;

Figure 3 is a side elevation of a coupling device according to a second embodiment of the invention in which the ‘front’ is to the right and the ‘rear’ is to the left (note: for clarity the magnet member 100 and associated parts are not shown in the ‘couple’ position B);

Figure 4 is a front elevation of a coupling device according to a third embodiment of the invention;

Figure 5 is a side elevation of the embodiment of Figure 4 in which the ‘front’ is to the left and the ‘rear’ is to the right (note: for clarity the coupling link assembly 20 and associated parts are not shown).

With reference to Figures 1 and 2, an embodiment of the coupling device comprises principally a hook assembly 10 and a coupling link assembly 20. The dimensions of the coupling device may be chosen according to the dimensions of the prototype railway vehicle and the scale of the model, in order to best represent in model form the prototype railway vehicle in size and appearance. Typically, for a model to the scale of 1:76 or 4mm: 1 foot, with reference to Figure 1 the overall length with the coupling link assembly 20 in the ‘uncouple’ position A would be approximately 10mm and the overall height with the coupling link assembly 20 in the ‘uncouple’ position A would be approximately 12mm. For other larger or smaller modelling scales, the relative dimensions would be adjusted accordingly.

The coupling link assembly 20 is arranged to freely pivot on the hook assembly 10 through pivot bearing 90.

The hook assembly 10 is of an appropriate size and shape to resemble and represent in model form the coupling hook of the prototype railway vehicle. The hook assembly 10 is made from an appropriate non-magnetic material, preferably brass, nickel silver or plastic. Preferably the prototypical hook elements 13 enable the hook assembly 10 to resemble and represent in model form the coupling hook of the prototype railway vehicle. The hook assembly 10 is integrally fitted with a functional hook 60, with preferably a guide member 61 and opening 62. A ferrous element 50 is attached to the hook assembly 10, preferably with attaching and strengthening fillets 51. The hook assembly 10 is preferably fitted with a propelling brace 11 and a rear travel stop 12. The hook assembly 10 is preferably integrally fitted with an attaching member 80, preferably arranged with holes 81. The number and size of holes 81 may be varied in order to suit the purpose. The attaching member 80 passes through a slot 31 in the model railway vehicle’s buffer beam 30. Preferably the attaching member 80 is secured to the rear of the buffer beam 30 using a suitable conventional method such as adhesive, solder, or a split pin and spring.

The coupling link assembly 20 is preferably made of rod of an appropriate diameter and shape to resemble and represent in model form the coupling of the prototype railway vehicle, and consists of three integral sections: coupling link upper section 21, coupling link middle section 22 and coupling link lower section 23, all integrally and rigidly joined, preferably with attaching and strengthening fillets 24. Preferably the whole coupling link assembly 20, and in particular the coupling link middle section 22, is of a size and shape in order to as far as possible resemble and represent in model form either the prototype ‘three link’ coupling or ‘screw’ coupling in appearance. Note that for clarity only the version representing the prototype ‘three link’ coupling is depicted in the Figures. The coupling link assembly 20 may preferably be formed in one integral piece, for example by a lost wax casting process or injection moulding process. The coupling link assembly 20 is made from an appropriate non-magnetic material, preferably brass, nickel silver or plastic. The magnet 40 is attached to the coupling link assembly 20, preferably by clipping into suitable retaining features or clips (not shown) or by adhesive, for example with strengthening fillets 43. The opposing poles of the magnet 40 are arranged to lie as indicated by magnet pole (north or south) 41 and magnet pole (south or north) 42. The coupling link lower section 23 is fitted with a pulling member 70. Preferably the pulling member 70 is fitted with a turn-up 71 which assists in keeping the model railway vehicles coupled together on track curves or track irregularities.

Preferably the coupling link lower section 23 has a foreshortened end 72 which enhances the ability of the pulling member 70 to engage with the functional hook 60 of the opposing coupling device by avoiding undesired contact.

The operation of the coupling device will now be described.

Preferably, all model railway vehicles which are desired to be coupled will be fitted with identical coupling devices. Preferably, some model railway vehicles may be fitted with coupling devices resembling prototype ‘three link’ couplings, and some may be fitted with coupling devices resembling prototype ‘screw’ couplings, according to the prototype being represented.

The normal resting position of the coupling link assembly 20 is shown as ‘uncouple’ position A. When it is desired to couple the model railway vehicle to another model railway vehicle, the coupling link assembly 20 is moved to the ‘couple’ position B in the direction of movement towards ‘couple’ position C. Preferably this is carried out by the temporary application of an external magnetic field, acting with a repelling action upon magnet 40 until the attracting force between the magnet pole (north or south) 41 and the ferrous element 50 is sufficient to maintain the coupling link assembly 20 in the ‘couple’ position B. Preferably this external magnetic field is produced by a conventional solenoid coil arranged with its axis horizontal and located below the model railway track in the vertical direction and between the rails in the horizontal direction, such that it is hidden from view but close enough to the coupling device for the magnetic field to be effective. The solenoid coil is preferably relatively long, for example with a length approximately four times its diameter, in order to maximise the distance over which the coupling device may be actuated without causing the coupling devices of adjacent model railway vehicles to be actuated. Once the coupling link assembly 20 is securely in the ‘couple’ position B, the temporary external magnetic field may preferably be removed, either by switching off the electric current if the external magnetic field is generated by a solenoid, or physically if the external magnetic field is generated by a permanent magnet.

The model railway vehicle is then propelled towards the opposing and adjacent model railway vehicle, which preferably has its coupling link assembly 20 in the ‘uncouple’ position A. Upon making contact, the pulling member 70 slides downwards along the functional hook 60 of the opposing model railway vehicle, until the pulling member 70 reaches the lower end 64 of the functional hook 60, whereupon the coupling link assembly 20 returns to the ‘couple’ position B with the pulling member 70 passing through gap E of the opposing coupling and coming to rest behind the functional hook 60. The magnetic attraction between the magnet 40 and the ferrous element 50 is sufficiently strong to return the coupling link assembly 20 to the ‘couple’ position B against the force of gravity after this operation, and maintain it in that position subsequently. The model railway vehicles may then be drawn apart, and because the pulling member 70 is behind the functional hook 60, the vehicles remain coupled together.

Preferably the functional hook 60 is integrally fitted with a guide member 61, whose rear edge 63 is inclined at an angle to the vertical such that its upper end is a suitable distance forward of its lower end, which restricts the movement of the pulling member and allows easier uncoupling. The guide member 61 also reduces the distance between adjacent model railway vehicles when they are being pulled, thereby more closely resembling the prototype distance.

Preferably the functional hook 60 is provided with an opening 62 which makes the functional hook 60 less conspicuous.

Preferably the coupling link assembly 20 is maintained in the correct vertical alignment when in ‘couple’ position B by contact between the coupling link upper section 21 and the underside of the hook assembly 10 at the contact point 14.

Preferably the hook assembly 10 is integrally fitted with a propelling brace 11, whose front edge is inclined at an angle to the vertical such that its lower end is a suitable distance forward of its upper end, which allows the model railway vehicles to be propelled or pushed if desired, as opposed to pulled, even if the opposing model railway vehicles’ buffers are not in contact with each other. In this case the propelling action is effected by contact between the pulling member 70 and the propelling brace 11 of the opposing model railway vehicle.

Preferably the hook assembly 10 is integrally fitted with a rear travel stop 12 which prevents undesired movement of the coupling link assembly 20 beyond the ‘uncouple’ position A.

Preferably the pulling member 70 is of such a length to allow the opposing model railway vehicles to couple when situated on a curve of the track. This length may preferably be increased or decreased according to the minimum radius of curve of the track upon which it is expected that the model railway vehicles will be required to couple together.

When it is desired to uncouple the model railway vehicles, the model railway vehicles are lightly pushed together to remove the tension, and then an external magnetic field of the opposite pole to that previously referred to is applied, which attracts the magnet pole (south or north) 42 of the magnet 40 with sufficient force to overcome the attraction of the magnet pole (north or south) 41 with the ferrous element 50, and causing the coupling link assembly 20 to assume a movement towards ‘uncouple’ position D, with the pulling element 70 passing through gap E of the opposing coupling, and coming to rest in the ‘uncouple’ position A. Alternatively the reversal of the external magnetic field may be achieved by moving the model railway vehicle in relation to the position of the magnetic field. Preferably this external magnetic field is produced by a conventional solenoid coil arranged with its axis horizontal as previously described. The model railway vehicles are then uncoupled and may be drawn apart. Preferably many such devices producing a magnetic field are provided, in all locations where it is desired for uncoupling to take place. Preferably these devices are controlled individually by the user.

The movement of the coupling link 20 may be effected by alternative means in one or both directions C or D.

There are many advantages to the embodiment just described.

The coupling device may be made to strongly resemble the prototype coupling designs traditionally used in the United Kingdom and many other countries, such as the ‘three link’ coupling or ‘screw’ coupling. The functional elements of the coupling device are sufficiently discreet so as to be relatively inconspicuous to the onlooker.

The coupling device may be made to a size equivalent to the accurate scale reproduction of the prototype.

The coupling device is generally reliable in operation when both coupling and uncoupling and does not generally suffer from inadvertent uncoupling.

The coupling device may be fitted into the correct alignment on a model railway vehicle by the use of a simple jig and generally does not subsequently require adjustment. Furthermore, the alignment does not require to be set, or maintained, to close tolerances.

The coupling device is relatively robust and not generally vulnerable to accidental damage.

The coupling device may easily be fitted to a model railway vehicle by utilising a suitable and commonly provided slot in the model railway vehicle’s buffer beam and requiring no extensive modifications to the model railway vehicle.

The coupling device may be actuated by the magnetic field generated by a solenoid or permanent magnet, which alternatives are both cheap, readily available, readily controllable and able to be completely hidden from view of the onlooker. Preferably many such devices producing a magnetic field are provided, in all locations where it is desired for uncoupling to take place. Preferably these devices are controlled individually by the user.

The model railway vehicles may be coupled or uncoupled while the model railway vehicles are situated on a curve of the track of any reasonable radius likely to be encountered in normal operation.

The coupling device is identical at both ends of the model railway vehicle, which can therefore be turned around end for end and the coupling device will still operate.

The coupling device is compatible or partially compatible with many other types of model railway coupling, and in particular may be manually coupled and uncoupled to a vehicle fitted with scale replica ‘three link’ or ‘screw’ couplings.

The coupling device is fully capable of remote operation requiring no direct manual input for coupling or uncoupling.

Model railway vehicles fitted with the coupling device may be coupled at any location.

Model railway vehicles fitted with the coupling device may be propelled indefinitely without inadvertent coupling.

Model railway vehicles fitted with the coupling device may be pushed together, separated again and pushed together again an unlimited number of times without inadvertent coupling.

The coupling device has no requirement for non-prototypical movement of the model railway vehicles during the uncoupling operation.

When in the ‘uncouple’ position, the coupling device has no protrusion beyond the outer ends of the model railway vehicle, thereby preventing accidental damage or distortion of the coupling or adjacent objects.

Various modifications may be made to the embodiment described.

With reference to Figure 3, in place of the magnet 40 attached directly to the coupling link assembly 20, the magnet 110 may be attached to the coupling link assembly 20 through the integral magnet member 100. In this embodiment the magnet pole (north or south) 111 and magnet pole (south or north) 112 are orientated as shown. In this embodiment preferably the ferrous element 50 is not required, instead the functional hook 60 is preferably made of ferrous material. In this embodiment the coupling link assembly 20 is maintained in the ‘couple’ position B by magnetic attraction between the magnet 110 and the ferrous functional hook 60. In this embodiment, the coupling link assembly 20 is maintained in the ‘uncouple’ position A by the attractive force of the magnet pole (north or south) 111 with the ferrous element 120. The ferrous element 120 may preferably be located through one or more of the holes 81 in the attaching member 80 and optionally secured by conventional means such as adhesive or solder. The ferrous element 120 may alternatively be attached to a part of the model railway vehicle and secured by conventional means such as adhesive or solder. Actuation of the coupling device is carried out by the temporary application of an external magnetic field, acting with a repelling or attracting action upon magnet 110 as previously described in relation to the first embodiment.

With reference to Figure 3, the coupling device may optionally be fitted with an anti-coupling latch 130. This is freely pivoted on hook assembly 10 through the pivot bearing 140 and maintained in contact with the lower end 64 of the functional hook 60 by the action of gravity on the counterweight 150. This ensures that any inadvertent radial movement H of the coupling link assembly 20 of an opposing vehicle does not allow its coupling link assembly 20 to become engaged on the functional hook 60. The model railway vehicles may still be drawn apart without becoming coupled. However, if the opposing model railway vehicles approach each other with horizontal movement J and with one of their coupling link assemblies 20 in the ‘couple’ position, the pulling member 70 pushes the lower end of the anti-coupling latch 130 downwards with movement away from functional hook F, allowing the pulling member 70 to pass between it and the lower end 64 of the functional hook 60 and engage as previously described. Once the pulling member 70 has passed the lower end 64 of functional hook 60, the anti-coupling latch 130 returns to its rest position with movement towards functional hook G under the action of gravity upon the counterweight 150. The light action of the anti-coupling latch 130 does not impede the normal uncoupling action as previously described.

With reference to Figures 4 and 5, a further embodiment of the invention concerns the optional fitment of a moveable functional hook 160. In this embodiment, a moveable functional hook 160 is freely pivoted on the hook assembly 10 along the main axis of the coupling device through the pivot bearings 170. The moveable functional hook 160 is integrally attached to a magnet member 180, to which is attached a magnet 190 aligned with the magnet pole (north or south) 191 as shown. The moveable functional hook 160 is held in the normal position as depicted in Figures 4 and 5 by the attraction of the magnet pole (north or south) 191 of the magnet 190 with the ferrous element 200. In this position the coupling device can be operated in the same manner as the embodiments previously described. Preferably, the pulling force of the coupled model railway vehicles is resisted by the pulling brace 210 which is integral with the hook assembly 10.

Coupling of the model railway vehicles is effected in a similar manner to that previously described.

When it is desired to uncouple model railway vehicles fitted with this embodiment, the model railway vehicles are lightly pushed together to remove the tension, and then an external magnetic field is applied, which attracts the magnet 190 with sufficient force to overcome the attraction of the magnet pole (north or south) 191 with the ferrous element 200. The moveable functional hook 160 then assumes a movement towards ‘uncouple’ position K, through the gap N of the opposing coupling device, coming to rest with the moveable functional hook 160 in ‘release’ position M. Preferably the coupling link assembly lower section 23 is cut off at 220 to enable this movement. Note that the positions of magnet member 180 and magnet 190 in ‘release’ position M are not shown in Figures 4 or 5 for clarity. The moveable functional hook 160 remains in the ‘release’ position M, and is stable in that position, primarily by the action of gravity upon the magnet 190, which is relatively heavy compared to the moveable functional hook 160. The model railway vehicles are then uncoupled and may be drawn apart. The moveable functional hook 160 and magnet member 180 may then be returned to the normal position by the application of an external magnetic field of the opposite pole to that applied previously, or by moving the model railway vehicle in relation to the magnetic field. Preferably the external magnetic field is produced by a conventional solenoid coil arranged with its axis vertical.

In a further embodiment of the invention, with reference to Figure 3, the magnet 110 is dispensed with and a counterweight 230 is fitted to the magnet member 100. The counterweight 230 is of sufficient mass to cause the coupling link assembly 20 to remain in the ‘couple’ position B by the force of gravity upon the counterweight 230 unless pushed with movement towards ‘uncouple’ position D by the action of the moveable functional hook 160 of an opposing coupling device. In this case, the effect of gravity upon the counterweight 230 will then cause the coupling link assembly 20 to return to the ‘couple’ position B when the pulling member 70 has passed the bottom of the opposing moveable functional hook 160, causing the model railway vehicles to become coupled. Uncoupling is then later effected by actuating the moveable functional hook 160 as previously described. In this case, preferably all the model railway vehicles it is desired to couple will be fitted with this embodiment.

In a further embodiment of the invention, the solenoid used to produce the external magnetic field is arranged with its axis vertical.

In a further embodiment of the invention, the current supply to the solenoid used to produce the external magnetic field is arranged such that its direction may be reversed, in addition to being switched on or off, preferably by the use of a conventional double-pole double-throw centre-off switch, in order that the impulse of the magnetic field upon the magnet of the coupling device may be reversed. By this means also the coupling devices of opposing or adjacent model railway vehicles may be controlled independently.

In a further embodiment of the invention, the external magnetic field may be produced by a permanent magnet, preferably arranged such that its position can be controlled remotely by conventional mechanical or electrical means. The permanent magnet is preferably located below the model railway track in the vertical direction and between the rails in the horizontal direction, such that it is hidden from view but close enough to the coupling device for the magnetic field to be effective. The permanent magnet is preferably relatively long, for example with a length approximately four times its width, in order to maximise the distance over which the coupling device may be actuated without causing the coupling devices of adjacent model railway vehicles to be actuated. The permanent magnet may be moved vertically, or horizontally, or rotated, in order to actuate the coupling device and reverse the direction of the magnetic poles. Preferably many such permanent magnet devices are provided, in all locations where it is desired for uncoupling to take place. Preferably these devices are controlled individually by the user.

In a further embodiment of the invention, the movement of the coupling link assembly 20 may be effected by mechanical means, such as a swinging, sliding or rotating member acting upon the coupling link assembly lower section 23 or the magnet member 100 according to the desired direction of movement of coupling link assembly 20. Preferably the swinging, sliding or rotating member is arranged and fixed in such a way as to be relatively inconspicuous to the onlooker. Preferably the swinging, sliding or rotating member is located and fixed between the rails of the model railway track in the horizontal direction. Preferably the swinging, sliding or rotating member device is operated remotely by conventional mechanical or electrical means. Preferably many such swinging, sliding or rotating member devices are provided, in all locations where it is desired for uncoupling to take place. Preferably these devices are controlled individually by the user.

In a further embodiment of the invention, movement of the coupling link assembly 20 may be effected by an actuator on board the model railway vehicle via a suitable mechanical link. Preferably this actuator is a solenoid motor, memory wire, electric motor or other conventional means. Preferably this actuator is controlled by the user, through either an electrical command from a Digital Command Control decoder output function, or by radio control, or by infra-red control, or by any other appropriate means.

In a further embodiment of the invention, movement of the moveable functional hook 160 may be effected by an actuator on board the model railway vehicle via a suitable mechanical link. Preferably this actuator is a solenoid motor, memory wire, electric motor or other conventional means. Preferably this actuator is controlled by the user, through either an electrical command from a Digital Command Control decoder output function, or by radio control, or by infra-red control, or by any other appropriate means.

In a further embodiment of the invention, the movement of the coupling link assembly 20 may be effected by air pressure acting upon the coupling link assembly lower section 23 or the magnet member 100. Preferably the air pressure is directed by a nozzle, arranged and fixed in such a way as to be relatively inconspicuous to the onlooker. Preferably the nozzle is located and fixed between the rails of the model railway track in the horizontal direction. Preferably the air pressure is produced by conventional means and controlled by a suitable valve arrangement, which may be actuated mechanically or electrically. The coupling link assembly lower section 23 and/or the magnet member 100 may be fitted with a plate or baffle (not shown) in order to increase the effectiveness of this means. Preferably many such nozzles are provided, in all locations where it is desired for uncoupling to take place. Preferably these nozzles are controlled individually by the user.

In a further embodiment of the invention, the movement of the coupling link assembly 20 may be effected manually, either by finger pressure or the action of a suitable implement, which may incorporate a magnet or air pressure nozzle.

Features of any of the embodiments of the invention may be used whenever it is desired to remotely attach or detach adjacent objects in any other field of activity.

Features of the above embodiments may be combined or interchanged as required.

Reference Numerals

hook assembly	10
propelling brace	11
rear travel stop	12
prototypical hook elements	13
contact point	14
coupling link assembly	20
coupling link upper section	21
coupling link middle section	22
coupling link lower section	23
attaching and strengthening fillets	24
buffer beam	30
slot	31
magnet	40
magnet pole (north or south)	41
magnet pole (south or north)	42
attaching and strengthening fillets	43
ferrous element	50
attaching and strengthening fillets	51
functional hook	60
guide member	61
opening	62
rear edge	63
lower end	64
pulling member	70
turn-up	71
foreshortened end	72
attaching member	80
holes	81
pivot bearing	90
magnet member	100
magnet	110
magnet pole (north or south)	111
magnet pole (south or north)	112
ferrous element	120

anti-coupling latch pivot bearing counterweight moveable functional hook pivot bearing magnet member magnet magnet pole (north or south) ferrous element pulling brace cut off counterweight ‘uncouple’ position ‘couple’ position movement towards ‘couple’ position movement towards ‘uncouple’ position gap movement away from functional hook movement towards functional hook radial movement horizontal movement movement towards ‘uncouple’ position movement towards ‘couple’ position ‘release’ position

Claims (28)

1. A model railway coupling device comprising a hook assembly (10) incorporating a functional hook (60) and a ferrous element (50), together with a rigid coupling link assembly (20) pivoting on the hook assembly (10) and incorporating a magnet (40), whereby model railway vehicles may be remotely coupled and uncoupled.

2. A model railway coupling device according to claim 1, in which the coupling link assembly (20) remains in the ‘uncouple’ position (A) by the action of gravity, and alternatively remains in the ‘couple’ position (B) by action of the magnet (40) on a ferrous element (50).

3. A model railway coupling device according to claim 1, in which the coupling link assembly (20) is alternately moved as required between the two positions (A, B) by the influence of external magnetic fields of opposite poles, and is stable in both positions (A, B).

4. A model railway coupling device according to claim 1, in which the model railway vehicles are coupled by pushing them together, with one vehicle’s coupling link assembly (20) in the ‘couple’ position (B), whereupon the coupling link assembly (20) engages on the functional hook (60) of the hook assembly (10) of the adjacent vehicle.

5. A model railway coupling device according to claim 1, in which the vehicles are uncoupled through the action of an external magnetic field which returns the aforesaid coupling link assembly (20) to the ‘uncouple’ position (A), and in which, by the design and alignment of the hook assembly (10) and the coupling link assembly (20), the aforesaid uncoupling operation may take place on a curve of the track of any reasonable radius likely to be encountered in normal operation, in addition to taking place on straight track.

6. A model railway coupling device according to claim 1, in which, instead of the magnet (40) and ferrous element (50), a magnet (110) is attached to the coupling link assembly (20) through an integral magnet member (100), and in which the coupling device is maintained in the ‘uncouple’ position (A) by attraction of the magnet with a second ferrous element (120).

7. A model railway coupling device according to claims 1 and 6, in which the coupling device may optionally be fitted with an anti-coupling latch (130).

8. A model railway coupling device according to claims 1 and 6, which may optionally be fitted with a moveable functional hook (160) pivoting along the main axis of the coupling device.

9. A model railway coupling device according to any of the preceding claims, in which, because the coupling link assembly (20) is stable when in the ‘uncouple’ position (A), the coupling device has no protrusion beyond the outer ends of the model railway vehicle, thereby preventing accidental damage or distortion of the coupling or adjacent objects.

10. A model railway coupling device according to claims 6 and 8, in which a counterweight (230) is fitted to the magnet member (100) instead of the magnet (110) and is of sufficient mass to cause the coupling link assembly (20) to remain in the ‘couple’ position (B) by the force of gravity upon the counterweight (230).

11. A model railway coupling device according to any of the preceding claims, which, in addition to its general shape, incorporates elements resembling the prototype including but not limited to prototypical hook elements (13), enabling it to represent in many aspects the prototype equivalents traditionally used in the United Kingdom and many other countries, such as the ‘three link’ coupling or ‘screw’ coupling, and which do not prevent it from serving its functional purpose.

12. A model railway coupling device according to any of the preceding claims, which serves its functional purpose even when the principal dimensions of the coupling device including but not limited to the prototypical hook elements (13) are chosen according to the dimensions of the prototype railway vehicle and the scale of the model, in order to best represent in model form the prototype railway vehicle in appearance.

13. A model railway coupling device according to any of the preceding claims, in which the coupling device may easily be fitted to a model railway vehicle by utilising a suitable and commonly provided slot (31) in the model railway vehicle’s buffer beam (30), requiring no extensive modifications to the model railway vehicle.

14. A model railway coupling device according to any of the preceding claims, in which the coupling device may be fitted into the correct alignment on a model railway vehicle, for example by fixing the attaching member (80) to the model railway vehicle’s buffer beam (30) through the slot (31) by the use of a simple jig, and which generally does not require subsequent adjustment.

15. A model railway coupling device according to any of the preceding claims, in which the coupling device may be actuated by the magnetic field generated by a solenoid or permanent magnet acting upon the magnet (40, 110 or 190), which alternatives are both cheap, readily available, readily controllable and able to be completely hidden from view of the onlooker.

16. A model railway coupling device according to any of the preceding claims, in which the pulling member (70) enables the model railway vehicles to be coupled while the model railway vehicles are situated on a curve of the track of any reasonable radius likely to be encountered in normal operation, in addition to the coupling taking place on straight track.

17. A model railway coupling device according to any of the preceding claims, in which the turn-up (71) prevents the model railway vehicles being uncoupled while the model railway vehicles are being pulled on a curve of the track of any reasonable radius likely to be encountered in normal operation.

18. A model railway coupling device according to any of the preceding claims, in which the coupling device is identical at both ends of the model railway vehicle, and in which the asymmetric design of the hook assembly (10) and coupling link assembly (20) allows the model railway vehicles to be turned around end for end and the coupling device to still operate.

19. A model railway coupling device according to any of the preceding claims, in which the prototypical hook elements (13) allow the coupling device to be compatible or partially compatible with many other types of model railway coupling, and in particular to be manually coupled and uncoupled to a model railway vehicle fitted with scale replica ‘three link’ or ‘screw’ couplings.

20. A model railway coupling device according to any of the preceding claims, in which by the action of an external magnetic force upon the magnet (40, 110 or 190), the coupling device is fully capable of remote operation requiring no direct manual input for coupling or uncoupling.

21. A model railway coupling device according to any of the preceding claims, in which by the action of an external force upon the coupling link assembly (20) or moveable functional hook (160), whether by air pressure or direct mechanical action, the coupling device is fully capable of remote operation requiring no direct manual input for coupling or uncoupling.

22. A model railway coupling device according to any of the preceding claims, in which, because the coupling link assembly (20) is stable when in the ‘uncouple’ position (A), the model railway vehicles fitted with the coupling device may be propelled indefinitely without inadvertent coupling.

23. A model railway coupling device according to any of the preceding claims, in which, because the coupling link assembly (20) is stable when in the ‘uncouple’ position (A), the model railway vehicles fitted with the coupling device may be pushed together, separated again and pushed together again an unlimited number of times without inadvertent coupling.

24. A model railway coupling device according to claim 10 in which in which, because the moveable functional hook (160) is stable when in the ‘release’ position (M), the model railway vehicles fitted with the coupling device may be propelled indefinitely without inadvertent coupling.

25. A model railway coupling device according to claim 10 in which in which, because the moveable functional hook (160) is stable when in the ‘release’ position (M), the model railway vehicles fitted with the coupling device may be pushed together, separated again and pushed together again an unlimited number of times without inadvertent coupling.

26. A model railway coupling device according to any of the preceding claims, in which, by virtue of the action of the coupling link assembly (20) or moveable functional hook (160) relative to the functional hook (60) or coupling link assembly (20) of the opposing model railway vehicle, whether enabled by external magnetic, mechanical or other force, the coupling device has no requirement for non-prototypical movement of the model railway vehicles during the uncoupling operation.

27. A buffer beam (30) of a model railway vehicle.

28. A model railway vehicle with a buffer beam according to claim 23.