Improvements in Apparatus for Controlling and Regulating the Working of Railway Signals and Points.
Year: 1899

page_text: Date of Application, 1st May, 1899-Accepted, 22nd July, 1899
COMPLETE SPECIFICATION.
Improvements in Apparatus for Controlling and Regulating the
Working of Railway Signals and Points.
We, GEORGE GOWLING, Railway Signalman, and JOHN DUNCAN, Engineer, both
of 4, Anderson Street, Springburn, in the County of Glasgow, North Britain, do
hereby declare the nature of this invention and in what manner the same is to
be performed, to be particularly described and ascertained in and by the following
statement, that is to say:-
Our said invention has for its object to provide improved apparatus for con-
trolling and regulating the working of railway signals and points so as to prevent
the possibility of accidents occuring through a signalman momentarily forgetting
that a train is standing on either line of rails and signalling the road clear to
another irain advancing on the same line of rails. Our improvements also prevent
the possibility of the lines being signalled clear and the points improperly actuated
when a train is being shunted at cross-over roads. A further modification also
controls the signals and points used in connection with branch lines and sidings.
In some of the modifications the train itself when in the positions described
actuates the improved mechanism and when past any of these positions again frees
the signals.
And in order that our said invention and the manner of performing the same
may be properly understood we hereunto append four sheets of explanatory
drawings to be hereinafter referred to in describing our improvements.
"
Figure 1, on Sheet 1, of the accompanying drawings is a plan of a portion of a
length of rail as fitted with a portion of one modification of our improvements,
other details of this modification being shown in Figures 2, 3, and 4, on Sheet, 2,
and Figures, 5, and 6, on Sheet, 3, and hereinafter more particularly referred
to. Figure, on Sheet, 2, is a sectional front elevation, and Figure, $, a trans-
verse vertical section, and Figure, 9, a horizontal section, showing our improve-
ments for controlling the advance signal in connection with any signal cabin.
Figure, 10, on Sheet, 4, shows, in the form of a diagram, the application of the
modification of our improvements suitable for cross-over roads, the actuating
parts being shown to a larger scale in Figures, 11. and 12, on Sheet, 3, which are
respectively a plan and a side elevation. Figure, 13, on Sheet, 4, and Figures, 14,
and 15, on Sheet, 3, are similar views showing the modification of our improve-
ments used in connection with branch lines and sidings. In these drawings
the same reference letters and numerals are used to mark the same or like parts
wherever they are repeated.
The modification shown in Figures, 1, to 6, illustrates the application of one
modification of our improvements as applied in connection with one pair of rails

page_text: of a main line and the "home" and "advance" signals and levers for working
same for those rails. It is to be understood that the other rails with the corre-
sponding signals and levers may be similarly fitted. As shown we place in the
four-feel way. A. a length of rail, A 1, (Figures, 1. and 3, Figure, 3, being a
transverse sectional elevation) pivotted or hung on standards, A2, which form
part of the railway chairs, AB, used at that point, (or the standards may be
separate from the chairs) so that the additional length of rail, A.1, is close up to
one of the permanent way rails, A4, and can oscillate to a slight extent on its
pivots. When a train is to be allowed to pass the home signal, A5, the
signalman pulls the lever, A 6, (seen in Figure, 2. which is a front elevation, also
in Figure, 3) controlling that signal through the usual mechanism such as the
connecting rod, A7, belleranks, A S. and chain or wire, A9. This lowers the
signal, A 5. and at the samme time causes a projection, B, OR
EL
21
rod. BI. connected 1 one of the belleranks, A S. to bear 40
projection, B2, on the underside of what may be called the oscillating
rail. A 1. and raise that rail into the position shown in dotted lines in Figure, 3.
This movement of the oscillating rail, A 1, nctuates a bellerank lever, B3, coupled
to it by rod, B4, and the hell-crank lover, B3. pulls a horizontal sliding
bar, B5, to the right in Figure, 1. The horizontal bar, B5, is made with ratchet
teeth and when the bar has been moved as described a weighted enteh, B6,
engaging with the ratchet tooth then opposite it, prevents return movement of the
bar, B6, and the oscillating rail, A., is thus held in its raised position. The
movement of the bar, B5, as described slackens a wire or chain, B7, fastened to
it and to a counterweighted lever. BS. This lever, BS, then draws a lock
bar, B9, past a vertical slot, C. in which a bar, C1, connected to the "home
signal lever. A 6, slides up and down. The bar. CI, is provided with a spring
catch, C2, (Figure, 4. which is a partial vertical section as at right angles to
Figure, 2) and when the train has passed the oscillating rail, A 1, the signalman
moves the lever. A 6. so as to place the home signal, A5, at danger. This move-
ment lowers the vertical bar. C1, the spring catch, C2, slipping behind the
locking bar. B9, and out again underneath it thus locking the signal at danger
until the train has gone past releasing mechanism near the advance signal, C3,
and hereinafter described. The ends of the oscillating mail. A 1. are so shaped
that in the event of any part failing to act as hereinbefore described, the flange of
the wheels of the engine will pass between the permanent way rail and the
oscillating rail, A 1, raising the latter and causing it to act as hereinbefore
described.
When a train is to be allowed to advance past the advance signal, C3, the
signalman pulls the lever. C4. Figure. 2. which through the usual wire or
chain, C5, lowers the signal in the usual manner. On the train advancing the
wheels of the engine encounter and depress a lever, C6, shown to a larger scale
in Figures, 5, and 6, which are views as at right angles to each other and also
shown in Figure, 1. The lever, 06, is centred at DG. and is usually held up
by a chain, C7, attached to it passing over pulleys, CS, C9, and D. and being
attached to the lower end of a spring. Dt. attached to one arm of a counter
weighted lever, D2. This arm of the lever has also attached to it a plunger, D3,
which works in a cylinder, D4, having a small air hole, D5, at its lower end.
The weighted arm of the lever. D2, is made with ratchet teeth, D 7, with which
weighted pawl. DS, engages. On what may be called the tread lever, C6, being
depressed, as hereinbefore described, it, through the connections described, raises
the weighted end of the lever, D2, all strain and shock being prevented by the
action of the spring, DI, and the slow escape of the air in the cylinder, D4,
through the small hole, 16. The weighted end of the lever, D2, is held in its
raised position by the weighted pawl, DS. engaging with the ratchet tooth then
opposite it. The movement of the lever, D2, just described pulls a wire or
chain, G1, attached to it and to the weighted catch, B6, engaging with the

page_text: ratchet teeth on the horizontal sliding bar, B5, so as to withdraw that catch from
the teeth. The oscillating rail, A 1. being then free to move falls, by its own
weight, back into the position shown in Figure, 1. This movement of the rail, A1,
acting through the rod, B4, and bell-crank lever, B3, pushes the horizontal
bar, B5, to the left in Figure, 1, causing the bar to pull the wire or chain, 137,
and move the counterweighted lever. BS, so as to cause that lever to withdraw the
lock bar, B9. The parts are shown in this position in Figure, 2. The home
signal lever, A6, is then free to be operated again as hereinbefore described.
When the train has gone past the tread lever, C6, and the advance signal, C3,
is being raised to danger again this action pulls a chain or cord, D9, attached
to the counterweighted pawl, DS, so as to withdraw that pawl from the ratchet
teeth, D. The weighted arm of the lever, D2, then falls into the position shown
in Figure, 5, and pulling the chain, C7, raises the fread lever, C6, a projection, E,
on the tread lever encountering the bottom of one of the rails, A 4, and preventing
that lever being raised too high.
To prevent the possibility of a signalman lowering his advance signal, C3,
and allowing a train to pass on before the section between that signal and the home
signal, at the next signal cabin in advance is clear, the advanco signal lever, C.-1.
is fitted, as shown in Figures. 7. 8, and 9, with locking mechanism somewhat
similar to that hereinbefore described as applied to the home signal lever, A6,
but with the addition of parts to be hereinafter described which puts the move-
ment of the advance signal lever, C4, under the control of the signalman in the
next or advance signal cabin. Instead of the lever, BS, being counterweighted it
is connected by a cord or chain, E1, with the chain, C5, going to the signal, C3,
the chain, E1, not being quite tight in the position the parts are shown in in
Figure. The other end of the lever, BS, is forked and has jointed to it a pair
of links. E2, which have jointed to them a rod or plunger, E3, movable in a
vertical passage. E4. A small metal ball, E5, is carried on the upper end of the
rod, E3. The upper end of the passage, E4, communicates with another
passage, E6, and the lower end of this latter passage. E 6. also opens into the
vertical passage, E4. Across a part of the passage, E6, there projects a disc, E7,
(movable as hereinafter described) so as to divide that passage into two. The outer
end of the disc, E7, is connected to a lever, E8, the upper end of which serves
as an armature and is held opposite a pair of ordinary electro-magnetic coils, E 9,
in an electric circuit under the control of the signalman in the next or advance
signal cabin through a push button or switch of any suitable known
construction. When the signalman pulls the lever, C4, so as to lower the
advance signal, C3, and allow મ train to pass that action
through the chain. E 1. pull down the lever, BS, so that that lever moves
the lock bar, B9. as in the modification hereinbefore described. At the same
time the lever, BS, through the links. E 2. raises the rod, E3, to the top of the
vertical passage, E4, and the top of the rod, EB, being inclined towards the
passage, E 6. the ball, E5, rolls down that passage until it reaches the disc, E 7.
A semicircular notch, G, in the lock bar. B9, will then be over the disc, E7,
and the ball, E5, entering that notch, G. holds the bar, 19, securely in its
locked position. The train having passed the advance signal, C3, the signalman
moves the lever, C4, so as to place that signal at danger. This movement lowers
the vertical bar, C1, the spring catch, C2, slipping behind the locking. bar, B9,
and out again underneath it as in the modification hereinbefore described thus
locking the signal at danger. When the train has passed the home signal of the
next or advance signal cabin the signalman in that cabin by means of the push
button or switch completes the electric circuit herein before referred to, the arm-
ature, ES, is then attracted and in moving withdraws the disc, E7, from the
passage. E 6. The ball, Es, then falls to the bottom of the passage. EG, and the
lock bar. 19. and other parts resume by their own weight the position shown in
the drawings the ball again resting on the top of the bar. E3. The advance
will

page_text: signal. C3, is thus freed to be again operated as hereinbefore described. This
modification may be applied to the levers controlling signals other than the
advance signal, such for example, as these at sidings and for the protection of
shunting operations in general on either double or single lines of railways.
Where signal cabins are switched out of circuit during night shifts or week
ends, this lock ean also be switched to work in a long circuit in the same way
as the bells and block instruments of the present block system are switched by
providing surplus battery power and switches.
In the modification of our improvements shown in Figures, 10, 11, and 12,
the application of our invention in connection with cross-over roads is shown. It
is to be understood that an oscillating rail (A.1) with its actuating mechanism
such as described in the first modification hereof though not shown is to be placed
in connection with each main line. A. immediately in front of the points, G2,
of the cross-over road, G3, Figure. 10. If a signalman has to shunt a train from
either main line, A, to the other, the train on reaching the oscillating rail (A1)
for that line produces the locking of the home signal lever as in the modification first
hereinbefore described. Then the signalman through the usual lever (not shown)
and the usual rods, G4, shifts the points, G2, from the normal position shown
in Figure, 10, to permit of the train shunting over the cross-over road. G3. say
from right to left in Figure, 10, that is say from the main up line to the main
down line. On this road, G3, there is placed in connection with one of the
rails. G5, what may be termed a compound oscillating rail, G6. This rail, GG,
is weighted at one side, G7, so that its normal position is that shown in
Figure, 11, its other side being so shaped that on the train proceeding from
right to left as described the flange of the wheel can pass between it and the
rail, G, raising the rail. G6. On the train proceeding in the opposite direction
the flange of the wheel depresses the rail, G6, these movements producing results
hereinafter described. The rail, Gi, is connected through a rod, GS, and bell-
crank, G9. to a horizontal sliding bar, II, somewhat resembling the bar (15) of
the modification first hereinbefore described. The weighted catch, 1. for this
bar, H. is attached by a chain. H2, with one of the rods, G4, for shifting the
points, 2, and the har. H. is attached by chains. 113, 114, with the catch (16)
for the sliding bar (B5) of each oscillating rail (A 1) to be placed as hereinbefore
stated in front of the points, G2, in each main line. A. A cord, 15, attached
to a point underneath the bar, H. and passing up between two rollers. If 6, in the
bar is attached to a weighted lever, H. and the tendency of this weighted
lever, H., to keep the cord, 15, stretched as shown in Figure, 12, always brings
the bar, I, to the central position when released as hereinafter described. On
the raising of the rail, G6, by the flange of the wheel as described the bar. H. is.
through the rod. GS, and hellerank, G9, pulled to the left hand in Figures, 11,
and 12, this causes a tappet, IIS, on the bar, II, to act on a tappet lever, H9.
centered in a bracket. I, the tappet passing to the inner side of the lever. The
weighted catch, H1, then engages with the ratchet teeth, 1, on the bar, II, which
teeth are then opposite the enfch, and the bar is held in this position. On the
entire train having passed over the cross-over road, G3, and the oscillating
rail (A1) for the down main line having produced the locking of the home signal
lever for that line the signalman cannot therefore, even though he should
momentarily forget that the train is standing there, signal that road clear to
another advancing train.
To free the home signal for the up main line the signalman shifts the
points. G2, as described to their normal position Figure, 10. this action pulls
the chain, H2, and withdraws the catch, II 1, from the ratchet teeth, I t. 'The
weighted lever. I, pulling on the cord, 5, as described brings the bar, H.
again to the central position, and the rail, G 6, also falls to its normal position.
At the same time the tappet, 118, in passing back again to the outer side of the
tappet lever. 119, has raised the end of that lever to which the chain, H8, is

page_text: attached thus pulling that chain so that it holds up the catch (B6) long enough
to allow the oscillating rail (A 1) for the up main line to fall and effect the
releasing of the home signal lever as hereinbefore described.
If the train is to be shunted back again over the cross-over road, G3, the
opposite action of the parts takes place. The points, G 2, are first shifted then the
rail, GG. is depressed, by the flange of the wheel, and the bar. H. is pushed to
the right hand where it is held by the catch. H 1, engaging with the ratchet
teeth, J2, then opposite it. At the same time a second tappet. J3, on the bar, H,
has passed from the outer to the inner side of a second tappet lever, J4, to which
the cord, H4, is attached. The train having again passed on to the up main
line, A, the points, G2, are again shifted and the catch, H 1, withdrawn as
described. The weighted lever, H7, again brings the bar, H, to the central
position, and the weight, G7, on the rail. GG, returns that rail to the normal
position. When the bar, II, is moving back to the left-hand the tappet, J3, in
passing back again to the outer side of the tappet lever, J4, raises the end of that
lever to which the chain, II 4, is attached thus pulling that chain so that it holds
up the catch (B6) long enough to allow the oscillating rail (A1) for the down
main line to fall and effect the releasing of the home signal lever as hereinbefore
described. The down main line will then be clear and after the train has
proceeded on the up main line past the tread lever (C6) that line will also be
clear as hereinbefore described.
One application of the modification of our improvements for controlling the
points and signals used in connection with branch and side lines is shown in
Figures, 13, 14, 15, and it is to be understood that these parts may he repeated
in connection with the other lines where necessary. As shown. what may be
termed, a fouling bar, J5, somewhat resembling the oscillating rail (A 1) of the
first modification hereinbefore described, is hinged to brackets, JG, fixed to one
of the rails, J7, of the down branch line, JS, just to one side of the point where
that line joins the main down line, A. This fouling bar, J5, in the normal
position shown lies close up to the rail, J7, but can turn on its hinge so as to
leave a space between the rail and the bar. The bar, J5, is connected by rods, J 9,
and bellerank levers, K, with the usual rods, K 1, and bellcrank levers, K 2, for
actuating the points. K 3. If a train is to pass from the main down line, A, onto
the down branch line, JS, the signalman through the usual lever (not shown)
and the usual rods, K 1. and levers. K 2, shifts the points, K3, from the normal
position shown in Figure, B. This action through the rods, 9, and levers, K,
makes the fouling bar, J5, turn on its hinge so as to leave a space between the
rail, and the bar, in which space the flanges of the wheels pass when the
train has been allowed to advance on the down branch line, JS.
If from any
cause the train is stopped on the down branch line in such a position that the
rear portion is still fouling the crossing the flanges of some of the wheels will then
be in the space between the rail, J, and the fouling bar. J 5. If when the train
is in this position the signalman should attempt to put the points, K3, back to
their normal position and signal the down main line clear he cannot do so as
the flanges of the wheels between the fouling bar, 15, and the rail, J7, will
prevent the movement of the parts. When the train has passed the fouling
bar. 15, that bar falls by its own weight into its closed position, and the levers
for the points, K 3, and signals (which are interlocked in the usual manner) can
then be actuated as desired.
In addition to the fouling bar, J 5. where junctions, loop lines, or sidings havo
home signals provided for their protection the working of such signals may be
controlled each by an oscillating rail (A 1) with its actuating mechanism such
as described in the first modification hereinhefore described. An additional
catch (similar to BG) is applied to work in connection with each of the rods (B4)
for each rail (A 1) these rods. (B4) being made with ratchet teeth for these
particular parts of the line. These extra catches which may be termed safety

page_text: catches are connected to work in conjunction with the points and also advance
signals at junctions. A rail (A 1) is placed beyond the junction crossings on both
the main line and also the branch line. The normal position of the junction
points is open for the main line, and the safety catch for that line is held off
from the teeth of the rod (14) when the points are in that position while the
safety catch for the branch is down and engaging the teeth on the rod (B4) for
that line and rice reran when the points are moved from their normal position.
When therefore both rails (A 1) are in a raised or locking position at the same time
a train passing through the cross-over road from either the main line or branch
line will only release the rail (A 1) on the line from whence it has come a second
connection is made to the safety catch from the advance signal wire so that when
that when that signal is lowered it draws the catch from the teeth on the
rod (14) and allows the train to release the rail (A. 1) when it passes the tread
lever, C6. Figure, 6.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed we declare that what
we claim is:
1. In apparatus for controlling and regulating the working of railway signals
and points, an oscillating rail actuated from a signal lever or by the flange on a
railway earringe wheel, the oscillating rail acting on a horizontal sliding bar made
with ratchet teeth in which a weighted catch engages, the sliding bar controlling
the movement of a counterweighted lover connected to a lock bar which works in
connection with a vertical bar provided with a spring catch and connected to
the signal lever, with means for withdrawing the weighted catch from the ratchet
teeth on the sliding bar substantially as and for the purposes hereinbefore
described and as shown in Figures, 1, to 4, of the accompanying drawings.
2. In combination with the subject matter of Claim, 1, hereof, a tread lever on
which the railway carriage wheel can act, the lever being connected by a chain in
a counterweighted lever the weighted arm of which is made with rätchef teeth
with which is weighted pawl engages, the counterweighted lever being connected
by a chain or wire with the weighted catch engaging with the ratchet teeth on
the sliding bar conureted to the oscillating rail, and the weighted pawl being
connected by a chain or wire with the actuating mechanism of the next signal in
advance of that controlled by the oscillating rail substantially as and for the
purposes herein before described and as shown in Figures, 1, 5, and 6, of the
accompanying drawings.
3. In connection with railway signals, joining to the chain going from the
signal lever to the signal, another chain which is connected to one end of a lever
connected to a lock bar made with a notch near one end and which works in
connection with a vertical bar provided with a spring catch and connected to the
signal lever, the other end of the lever having connected to it a rod or plunger
movable in a vertical passage and carrying a ball on its upper end; the upper
end of the vertical passage communicating with a second passage the lower
end of which second passage opens into the vertical passage, a movable dise
projecting into the second passage and connected to a lever which acts as an
armature held opposite electro-magnetic coils in an electric circuit under the
control of the signalman in the next or advance signal cabin through a push
button or switch substantially as and for the purposes hereinbefore described and
as shown in Figures, 7, 8, and 9, of the accompanying drawings.
4. In connection with cross-over roads for railways, a weighted compound
oscillating rail actuated by the flange of a railway carriage wheel so as to move
a horizontal sliding bar connected to the compound oscillating rail and made with
ratchet teeth.in which a weighted catch engages, the catch being connected to the
usual mechanism for operating the points of the cross-over road and the horizontal
sliding bar acting through tappets.; tappet levers, and chains on controlling
mechanism such as that forming the subject matter of Claim 1, hereof and placed

page_text: in each main line in front of the points of the cross-over road, substantially as and
for the purposes hereinbefore described and as shown in Figures, 10, 11, and 12,
of the accompanying drawings.
5. In connection with branch and side lines for railways hinging a fouling
bar to one of the rails of any of the lines to which it is to be applied in a
suitable position in relation to the crossing. this fouling bar being connected to
the usual mechanism for actuating the points of the branch or side line sub-
stantially as and for the purposes herein before described, and as shown in
Figures, 13, 14, and 15, of the accompanying drawings.
Dated this Twenty-eighth day of April 1899.
EDMUND HUNT,
Applicants' Agent.

page_text: Date of Application, 1st May, 1899-Accepted, 29th July, 1899
COMPLETE SPECIFICATION.
Improvements in Automatic Railway Couplings.
We, HERMANN DOBBERTHIN. of Parey o/E.. in the Empire of Germany,
Master Painter, and WILDELM SCHIERING, of Gusen, near Magdeburg, in the
Empire of Germany, Railway Engineer, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:—
The subject of the present invention is an automatic coupling, which admits
of the carriages being coupled and uncoupled quickly, and obviates the
numerous accidents which take place through the shunters or others being
crushed between the buffers, or being run over in case of the locomotive engine
starting too soon, through the uncoupling being performable from either side
of the vehicle.
This new arrangement is distinguished by its security of action when round-
ing curves, or in the case of varying loads, and by simplicity and cheapness of
manufacture, and the arrangement is so adapted that it can be attached to the
existing draught hooks of the carriages, in a simple manner, and can hang
down when running against terminal buffers.
The subject of the invention under notice is represented on the annexed
drawing.
Figure 1 shews a plan of the arrangement, coupled.
Figure 2 shows a side view of the same. And
Figure shows the coupling when disconnected.
The fork 2 embracing the drawing block of the carriages is connected with
the latter (1) by means of a bolt 3; and in its backward part it is provided with
eyes for receiving the main bolt 4, and an upright bolt 5. The main bolt 4,
and the upright bolt 5, are both joined together by the flat links 6 and 7. 8.
and 9. The links 6 and 8 and 7 and 9 which respectively correspond with
each other, are also joined to each other respectively.—the former (and S)
by the upright bolt 10 and the latter (7 and 9) by pin 11-the latter at the same
time serving as the fulcrum pin for the book 12, which is arranged as a two
armed lever. The shorter arm of the lever receives a bolt 18, which, on the one
part. transfers the motion communicated to it by the lever 14, which furns on
the main bolt, by means of jointed intermediate links to Spring 15, which
forces it back into its original position, at the same time unhooking hook 12;
and, on the other hand, transfers that motion also to a bar 16, which, in its turn,
forces hook 17 of the other carriage out of its hooked position.
In order that the attendani may not have to wait until the engine starts.
lever 14 is maintained in its position by means of a strong flat steel spring IS
provided with a raised part, and suitably placed.
The fact that the coupling or uncoupling may be performed in spite of the
spring borne body being unequally laden, has also been taken into account, by
means of the first bolt 10 being arranged so high up that it will correspond
to such differences in the loading: and in consequence of this arrangement, any

page_text: oscillations of the carriage on the rounding of curves; do not interfere with the
safe and certain action of the coupling.
In order to prevent the half-compling from turning upwards or downwards
round the pin, the fork 2 is perforated at the part opposite the crook of the
hook, and through that perforation passes a bolt 19, which at the same time
passes through a band 20 which embraces the fork and the corresponding part of
the hook on the under side, and may be secured by means of a cotter pin. The
removal of bolt 19 will cause the corresponding half-coupling to hang down;
which is necessary when running against terminal buffers, or when using the
couplings hitherto in use.
Having now particularly described and ascertained the nature of this inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is
1. An automatic railway coupling comprising a hook adapted to strike against
an upright bolt (10, 10) when the earringes are pushed together; and a lever (14)
connected with said hook by which the hooks are forced out of engagement
with the said upright bolt: substantially as set forth.
2. In an antematic coupling of the character herein referred to, an engaging
or disengaging hook (12) in the form of a two-armed lever: jointed intermediate
links a spring (15): a bar (16) hinged upon a main bolt più (4), and connected
with said hook, and adapted to act as described.
3. In an automatic railway coupling, the arrangement of coupling hooks and
engaging bolts or pins, supported by links from the draw bar or hook of the
vehicle, and springs adapted to net in connection with said hooks and parts:
substantially as herein set forth.
4. In an automatic coupling of the character herein referred to, an operating
lever (14) connected with and adapted to actuate the coupling hooks; and a
spring (18) adapted to act in connection with the said lever so as to enable the
vehicles to separate; substantially as set forth.
5. An automatic coupling of the character herein specified, combined and
arranged in connection with a coupling hook (1) of the vehicle: held horizontally
in position as described; and adapted to be swung down, and hang out of the
way of said hook when not being used; substantially as set forth.
6. The automatic coupling, having parts arranged, combined, and adapted
to operate as set forth with reference to and shown in the drawings.
Dated this 29th day of April 1899.
HERMANN DÖBBERTILIN,
WILHELM SCHLERING.
By Cheesbrough & Royston,
Agents for the Applicants. 15. Water Street, Liverpool.