US289244A - Railway-gate - Google Patents

Description

(No Model.) Z 2 Sheets-Sheet ,1.

C. A. ELY.

RAILWAY GATE.

Patented Nov. 27,

N. Pnzns Howl-Mama. Wuhingmn. D. c.

f it at right angles to its length. The shaft B is journaled in bearings O, that are secured becured in position on the inner sides of the trackrails and extend in opposite directions, and are downward at right angles, which bent ends Trice.

ATENT a CALVIN ALEXANDER ELY, 10F TAYLOR HILL, ILLINoIs.

RAILWAY-GATE. I

S PEGIFIGATIONforming part of Letters Patent lilo. 289,244, dated November 2'7, 1883 Application filed June 14, 1883. (N0 model.)

lo aZZ whom it may concern:

Be it known that LOALVIN A.- ELY, of Tay- I lor Hill, in the county of Franklin and State of Illinois, have invented certain new and use- 5 ful Improvements in RailwayGates; and Ido hereby declare the following to be afull, clear,

g and exact description of the invention, such as will enable others skilled in the art to which, it pertains to make and use it, reference be ing had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in railway-gates; and it consists in the peculiar combination and arrangement of devices to be more fully set forth hereinafter, and particularly pointed out in the claims. A

In the drawings, Figure 1 is atop plan view.

Fig. 2 is a side: elevation. Fig. 3 is a vertical longitudinal section. Figs. 4 and 5 are detailed vertical cross-sections on the lines S S and X X of Fig. 1. Fig. 6is avertical crosssection, representing a supplemental gate-bar that may be employed.

A represents a gate, which is composed of a shaft, B, and rods D, secured at their lower ends in the shaft B, and extending upward from secured to depending ends D of the rods D,

. as shown; or suitable springs may be employed for this purpose, if so preferred. F F represent operating-rails, which are seallowed aslight lateral play. In order to'pro- Vide for this lateral movement, I employ slightly-curved rods G S, which have their ends bent G S enter the cross-ties, while the interme diate portions, G S, extend through openings F made in the rails. Extensile springs R are employed upon the rods S, in order to keep the rails F normally pressed against and in contactwith the inner sides of the track-rails. This construction of parts is shown in detail 5oat Figs. 4 and 5.

. I H represent bell-crank levers, which le- .ment.

down under the shaft B, as at K, and are proin the position shown in solid lines throughout the various figures. The inner ends, H, of the arms H are bent up at right angles and bear against the inner sides of the rails F, while the outer ends of these levers have pivoted in them the rods K, which rods are confined in place by the keepers L, secured in the cross-ties, and allowed a longitudinal move- The free ends of the rods K are bent vided with tappet enlargements M, which enlargements strike against the depending ends D of the gate rods D, when one of the rails F is moved inward by the flanges of the wheel of an advancing train, and thus causes the gate to be tilted and allow the train to pass over it. a P It is necessary, in order to keep the gate tilted during the passage of the train over it,

that the inward movement of the first rail F, with which the wheels .of the advancing train come in contact, should be communicated to the oppositely-extended rail F, and that both of them should assumeand retain the same position. In order to accomplish this, I provide a bearing-plate, V, secured tothe two central ties, W \V, alever, O, pivoted centrally on the plate V, and the connecting-rods P. These rods P are pivoted at their outer ends to the outer ends of the lever O and at their inner ends to the projecting lugs T, which extend from the inner sides of the rails F. These lugs T, when the gate is tilted, extend into the paths of and over the rods D of the gate, which are adjacent to the inner sides of the track-rails, and lock the gate in that position, as shown at Figs. 1 and 3 in dotted lines, and thus prevent the possibility of the gate springing into an upright position dur ing the passage of a train over it. WVhen the last wheel of the passing train leaves the outer end of the rail F, extending in the direction while the train was passing, and the weights E cause the gate to assume its normal vertical. position.

In Fig. 6 I illustrate a mode of construction that may be employed in order to prevent too great a space from being left between the bars of the gate at the points through which the rails of the track and the operating mechanism pass.

Z represents a bar, which is pivoted at its lower end to the inner side of the rail F, at apoint immediately above the shaft B, and which has itsupper end bent a'triglit angles and provided with the long slot Y. Through this slot Y extends the upper portion of the rod D, adjacent to the said rail F. When the gate is tilted, the supplemental bars Z are tilted wit-h it,'as will be readily understood. Transverse braces may also be employed on the-gate, if desired.

I do not desire to limit myself to the precise construction hereinbetore-described, as it is obvious that many modifications may be made therein without departing from the spirit of my invention. For instance, .I may dispense with one of the rails F and the conv necting mechanism P O,-and employ only one operating-rail, which should be long enough to extend'a suitable distance on the track on both sides of the gate. When thusmodified two or more-securing-rods, S, and bearing springs R,-will be preferably em'ployedin connection with the operating-rail.

Having thus described :my invention, I claim-- l. The combination of a pivoted gate mechanism for keeping it normally vertical, operating-rails secured normally against the trackrails, and provided with projecting lockinglugs, mechanism for securing the operating-- railsin placeand allowing, lateral movement thereof, and mechanism for connecting the ends, andhaving their upper ends secured in rails, with the gate whereby, when the rails are moved laterally, the gate will be tilted and locked in position, substantially as shown.

2. The combination of an operating-rail, F, securing rod or rods S, bearing spring or springs R, lever H, connecting-rod K, and pivoted gate A, provided with mechanism for keeping said gate normally vertical, substan- 5o tially as described.

3. In a railroad-gate, the combination of an operating-rail, F, having locking lug or lugs T, securing rod or rods S, bearing spring or springs R, lever H, connecting-rod K, and 55 pivoted gate A, provided with mechanism for keeping said gate normally vertical, substantially as specified.

4. In a railroad-gate, the combination of the operating-rails F, pivoted connecting-lever 0, and rods P, securing-rods S, bearingsprings R, levers H,=connecting-rods K, and pivoted gate A, provided with mechanism for keeping itnormally-vertical, substantially as set forth. 6

5. In a railroad-gate, the combination of the operating-rails F, having locking lugs or normally vertical, substantially as described. I

G. In a railroad-gate, the supplemental bars Z, pivoted to the operating-rails at their lower 75 any suitable mannerto the adjacent bars of the gate, substantially as hereinbefore set forth.

In testimony whereof I afiixmy signature in presence of two witnesses.

CALVIN ALEXANDER ELY.

Witnesses:

EVAN SWAIN, JAMES T. TENISON.

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