US1076266A - Railway-gate. - Google Patents

Description

C. CANNOVA. RAILWAY GATE. APPLICATION FILED JULY 1a. 1912 Patented Oct. 21, 191-3.

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RAILWAY GATE. APPLICATION FILED JULY 13, 1912.

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RAILWAY GATE.

APPLICATION FILED JULY 13, 1912.

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canoenno CANNOVA, or SIOUX CITY, IOWA.

RAILWA -GATE.

Specification of Letters Patent.

Patented Oct. 21, 1913.

Application fll'ed July 18, 1912. Serial No. 109,253.

To all whom it may concern:

Be it known that I, Canoonno CANNOVA, a citizen of the United States, residing at Sioux City, inthe county of Woodbury and State of Iowa, have invented certain new and useful Improvements in Railway-Gates, of which the following is a specification.

My invention relates to safety a liances in the operation otrailway trains and has for its object the construction of devices for the operation of gate barriers at railway crossin 's.

The invention consists of levers connected to'the rails of the track and thrown by the wheels of passing trains, which levers and their connections are operated in pairs, that is, one on each sideofthe crossing, each being operated in both directions with reference to the direction of the trains. When the train moves toward the crossing the=levers operate to lower the gates, and when moved in the opposite direction they operate to release the gates and permit them to be moved by counter weights to restore the gates. The means by which this is accomplished are purely mechanical and automatic, no elec trical batteries or connections or manual devices of any kind being employed.

It is necessary in t e operation of gate barriers by mechanical means that warning to ,passers by be given of the lowering of the gates in order that accidents caused by Ltheir unexpected lowering may be avoided. I have therefore rovided means for giving the warning to be operated in connection with the gate device whereby the gates are lowered and by similar means, but as such means are somewhat differently constructed and constitute another and separate invention,-I have not shown such means in detail in this application but have merely outlined the connection of the two systems.

I have illustrated my invention in the accompanying drawing in which Figure 1 is a diagrammatic view of the invention as applied to a section of track included in the zone of the crossing, the track being in side elevation, with an outline of the plan of operation indicated. Fig. 2 is a plan view of a section of track with gates and towers and some of the lovers for the operation of the gates, some of the parts being omitted. Fig. 3 is a side elevation of track with gates and towers, showing also the cables for the operation of the gates, a

:p'agrt of the view being in broken lines. Fig.

4 is a side elevation of one of the levers and its connections in a boxsccurcd to the railway track, the side of the box being removed and a portion of the plate and other parts in the box broken away. Fig. 5 is a plan view of Fig. 4. Fig. 6 is a cross-section on line aa, Fig. 4. Fig. 7 is a crosssection on line b-b, Fig. 4. Fig. 8 is a crosssection on line cc Fig. 4 and Fig. 9 is a side elevation of. Fig. 8, each showing the connection with the rails of the guide pulleys for the operating cables. Fig. 10 is an enlarged detail showing one of the boxes for the pulleys carrying the cables secured to the track rail. Fig. 11 is a vertical section of Fig. 3 through the pulleys, the cables being removed. Fig. 12 is a detail of operating lever partly broken away to show the springs within.

Referring to the illustration, 1 is a track rail, 2 and 3 the gate towers on each side of the crossing and 4 and 5 the gates, which are lowered toward each other over the crossing. The inner ends of the gates are secured to mutilated spur wheels 6 and 7 secured to the respective axes 8 and 9, supported in suitable bearings in the tower, andadapted to mesh with similar wheels 10 and 11 hearing the arms 12 and 13 which, when the gates are lowered toward each other over the street crossing are lowered away from each other over the sidewalk in the usual mallllel'.

The devices for operating the gates will now be explained: at some distance from the towers on each side of the crossing boxes 13 and 13" are bolted to the rail and extend underneath the rail inclosing plunger- levers 14 and 14 and their connections. The boxes 13 and 13 are alike and but one is shown in detail. The plunger lever let extends upward through a vertical slot in the rail 1, the projecting end being a sharp angle the longer plane of which is outward or away from the crossing, the two lovers being both so faced. The plunger lever is mortised out in the middle to accommodate the spring frame 10 and is provided with a central slot 15, the frame. having two parallel rods 17 hearing compression springs 18 operated by the vertically movable pivot seat 19 which moves on the guide pin 20. Through the opening 21 of the pivot seat passes the pivot bolt 22 on which the plunger lever 14 operates, the pivot bolt being fixed in one side of the box and the head extending out through 'efl'cct upon the slot on the opposite side. The springs 18 restore the plunger lever to its upwardly projecting position when depressed by the weight of the trains, as presently described. The lower corner of the plunger-leyer is toothed at. 14, so as to engage a mutilated rachet wheel, 23, carried by an axis,- 23?, journaled in suitable bearings in the box and carrying an arm, 24, to the hooked end of which, 25, is secured one end of a retractable spring, 26, the opposite end of which is secured to the wall of the box 13. A cable, 27, secured to the lower end of the arm 24, passes under apulley, 28, in the box 13" and over the pulley 29 of a block, 30, secured to the flange of the rail, 1, for the Support of the cables. The cable 27 extends along the rail, supported at intervals by pulleys, 31, of blocks, 32, secured to the web of the rail, (Figs. 10 and 11) and over pulley 33, rotatably secured to the flange of the rail, and is attached to a crank-arm, 34, carried by a shaft, '35, extending below and transversely of the track and journaled in suitable bearings, 36, on the ties. At the ends of the rod 35 are secured the arms 37 to the ends of which are secured cables 38 which pass under the pulleys 39, pivotally secured in the towers, and are secured to chains 40 which pass over sprocket wheels 41 secured to the axes 8 and 9. The chains are attached to weights 42 suspended by the chains from the sprocket wheels and adapted to raise the gates when the cables are slackened by gravity. 1 have shown the sprocket wheels and the chains in butyoiie ot' the towers as all are constructed alike. The cables 43 are secured to the opposite ends o t' the arms 37 and pass into the towers 3 over similar pulleys and sprocket wheels for the operation of the gates 5. It will now be observed that a train passing over the box 13, in the direction of the crossing, by dc n'essing the plunger-lever 14, the lUttllLil portion of the latter, 14, will engage and turn the mutilated ratchet wheel :I. and thus cause the attached arm 24 to pull the cable 27 thus raising the crank-arm L4 and turning the shaft 35 which causes the arms 37 to pull the cables 38 and 43 toward each other and lower the gates by means of the chains and sprocket wheels previously described. The successive passage of trucksover the plunger-lever 14 will cause the latter to be alternately depressed'by the weight and raised by the reaction of the springs 18; but, after the ratchet wheel has been turned to a position where no teeth are engageable by the plunger-lever, further reeiprocations of the latter will have no the ratchet. wheel, which is prevented from returning to its normal position by the engagement of a dog, 44, ful- ('llll'lttl in the frame of thibox at 45 and having an off-set near its outer end adapt ing it to pass through a slot, 46, in the box plate. The dog is connected, by a link, 46, with an arm, 47, carried by a short shaft, 48, free t6 turn in the box frame. The dog, 44, is held in engagement with the ratchet wheel by action of the attached spring,'49, the lower end of which is secured to the bottom of the box.

I will now explain how the gates are released by the passage of trains over the plunger lever on the opposite side of the crossin so that they are free to be raised by the welghts as already described. \Ve have assumed that the train which set the gates, for purpose of illustration, was passing from the right to the left of the track and i the gates were lowered by the operation of the lever 14 in the box 13. On the other side of the crossing is placed the similar box 13 with similar plunger lever 14*, but with the plunger lever and other devices in the box i facing in the opposite direction. For convenience of illustration I will refer to the box 13 in describing the effect of the train upon the plunger14 as the train moves away from the crossing and the gate is raised. As the wheel of the car strikes the plunger lever, as 14, on the short plane of the anglegas shown in Fig. 4, the lever is thrown upon the pivot 22 into the position shown by the dotted lines, a space being mortised into the box to admit it. Near the toothed corner of the plunger lever is secured a pin 50 to which is attached a cable 52 which passes over a pulley on a shaft 54 secured to the box frame, Fig. 6,

and under the pulley 55 on the shaft 56 in the lever box and over pulley 29 in the i block 30. To the shaft 4-8 is secured a tri angular shaped lever 57 to the lower end of which is attached a book 58 to which is cit ed a-cable 52 The latter passes under the pulley 28 in the box 13 and over the pulley 29 in the block 80. The cables 52 and 52 also pass over the respective pulleys 31 and 31 in the blocks The cable 52 of the box 13 is linked with the cable 52 of the box 13, and the cable 52 of the box 13 is linked with the cable 52 of the box 13" intermediate between the two boxes. so that the pulling of the cable 52 in either box pulls the cable 52 in the other box. As the plunger lever 14 in the box 13" is moved into the position shown by the dotted lines in Fig. 4, the cable 52- of the box 13* is pulled by reason of the change in the posi tion of the plunger lever, which pull is communicated to the cable 52 in the box 13, moving the lever 57 to the left. as indicated by the arrow, which turns the pivot or shaft 43 and raises the lever 47, link 4G and the outer end. of the dog 44 which releases the dog from the sprocket wheel 23, permitting the spring 26 to restore the wheel. to normal position for engagement with the teeth of the plunger lever 14. The lever 57 operates against a friction roller Sl-on the pin and when pulled back by the cable 52* carries with it. the lever it to permit the ratchet wheel 23 to pass to its norn'ial posi tion The plunger lever in the box 13 has nwanwhile remained vertical, except for the movement caused by the lever 57, while the plunger lever M in. the box 13* has assumed the position shown by the dotted lines in Pig. 4. and the plunger lever ll rest/Jared to vertical position by a spring secured to one side of the box and to a pin (30 secured to the lever at the point of a V-shapcd mor ti.--.c in the plunger lever, prmided to accoininotlate the spring to the changes in position of the lever. \Vhen the train nears the crossing from the left the gates are operated bythe plunger lever 14 oppositely disposed from the plunger lever 14, a cable 27 corresponding to the cable 27, passing over the pulley 33 l ig. 3, and connected in similar manner to the end of the cranlearin 34, operating the gates heretofore described.

As the operating boxes are some distance apart and the cables correspondingly long, I have provided means for increasing the tension of the cables and restoring them to normal position after each closing of the gates. Coil springs (30 and 61 are twisteo into the respective cables 2'! and 52 at the side forward of the pulleys 29 and 29, the opposite ends of the springs being secured respectively to the box 13 and block 30 on the side of the pulleys from which the cables are pulled. A similar spring 62 is similarly attached to the cable 52 on the other side ol the pulley 29 and secured to the block ill). Similar springs 63, 64 and (in are. similarly secured to the blocks 32 and attached to the. respective cables 27, 52 and 5'2:

is the alarm or warning signal is operatr-il in connection with the gate devices, or may be so operated, and by means somewhat nrtilarl although described in detail and ilfiiiit'tl in a separate application, I have mo in the diagrammatic view, Fig. 1, the alarm boxes (36 and the cables 67 and 68 operating the gong (it). In Figs. 8, 9 arl lo the gong cable (37 is shown in the iin l-ls 3.30 and 32, the same blocks making m isi n tor both sets of cables, the cable assing over the pulley T0 in the block it) and having a spring attachment 71 se cart! to the block 32.

.ts my invention may be modified and made applicable to various conditions of railroad service Where the construction and operation require, I wish to claim broadly all applications of my invention to the uses and purposes described which embody the general principles of the invention as herein set forth.

Having described my invention, What I claim as new and desire to secure by Letters Patent, is..---

l. The combination with gates at cross ings adapted'to be restored by counter weights when released, of duplicate controlling devices located on opposite sides of the crossings and each comprising a slotted rail; a retractable plunger-lever pivoted therein on a Yerticallyqnovablc fulcrum; means actuated by the vertical movement of said plungerdever for closing the gates; means for holding the gates closed; means actuated by the longitudinal movement of said plunger-lever for releasing the means holding the gates closed.

2. The combination with gates at the crossings adapted to be opened by counter- Weights when released, of duplicate controlling devices, located'on opposite sides of the crossings and each comprising a plunger-lever supported on a verticallymovable fulcrum and adapted to be depressed by trains moving toward the crossing and oscillated by trains moving from the crossings, means tor retractin said plungenlevcr after each vertical and on tndinal movement; a ratchet means contro led by said plungerlever; means controlled by said ratchet means for closing the gates; means for holding the gates closed; and means for releasing the last named means.

3. The combination with gates at the crossings adapted to be opened by counterweights when released, of duplicate controlling devices located on opposite sides of the crossings and each comprising a toothed plunger adapted to be depressed by passing trains; a toothed wheel operated thereby; means for closing the gates; a flexible link between the toothed wheel and said closing means; means for holding the gates closed; and means for retracting the plan" gor when depressed.

In witness whereof I have hereunto signed my name in the presence of two witnesses.

(JALOGllRO CANNOVA, llit ncsses:

H. (l. Gsnnmvnn, M. S. CRAIDALL.

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