US520464A - Railway-train gate - Google Patents

Description

(No Model.) 4 SheetsSheet 1.

J. WAYLAND. RAILWAY TRAIN GATE.

Patented May 29,1894.

llylHlll.

.(NoMmLeli) 4 SheetsSheet 2. J. WAYLAND. RAILWAY TRAIN GATE.

w a w L? W m M (N0 M( del.) 4 She ets--Sh eet 3. J. WAYLAND.

RAILWAY TRAIN GATE.

Patented May 29,1894.

Wave/when 4N0 Model.) 1 l SheetsSheev 4. J. WAYLAND. RAILWAY TRAIN GATE.

un Due men ,6 k v Q za mgw as will enable others skilled in the art to which 4 to enable a special car to be cut out of the .35

I said special car will remain closed; to enable the under side of the car. simiiarto Fig. 1, the

,as, Fig. .2. Figs. 5and 6 are sections of a valve JAMES .VAYLAND, OF NEWARK, NEW JERSEY.

RAILWAY-TRAIN GATE.

SPECIFICATION forming art of Letters Patent No. 520,464, dated'May 29, 1894.

Application filed May 24,1893. Serial No. 475,374. (No model.)

To all whom it may concern.-

Be it known that I, JAMES WAYLAND, acitizen of the United States, residing at Newark, in the county of Essexand State of .New Jersey,have'invented'certain new and usefulImprovements in Railway-Train Gates; and I do hereby declarethe following tobe a full, clear, and exact description of the invention, such it appertains to make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

The. object of this invention is to provide a series of gates, on the platforms of a train of cars, thatcan be operated by a single brakeman simultaneously, standing on the foremost car of a train and to relieve the engineer, whose duties are already suificient to occupy his time when starting or stopping a train, from the care of the platform gates, to enable the gates to be closed automatically when the opening power or force is removed,

system, so that, when the head brakeman opens the gates of the system, those of the the gates of a special car of the system to be opened without aifecting those of the others; to reduce the cost of construction, and to secure other advantages and results some of which will be referred to in connection with the description of the working parts.

The invention consists in the system of rail way train gates and pneumatic means for operating the same, and in the arrangements and combinations of parts, all, substantially as will be hereinafterset forth and finally embodied in the clauses of the claim.

Referring to the accompanying drawings in which like letters indicate corresponding parts in each of the views, Figure 1 is an end view of a portion of a car of a railway train having my improvements, the view showing the gate at one side of the platform open and the one on the other side closed. Fig. 2 is a plan illustratingthe device in connection with Fig. 3 is a View pneumatic parts being in vertical section, Fig. dis a section on line orsto'p cock for admitting pressure to the gate "spring. I

,from the'interior of the car. preferably carried by hollow results.

of a gate catch for holding the gate closed.

Fig. 8 is a detail plan of a pneumatic chamber containing the gate operating'piston and Fig. 9 is a section of said chamber and showing the interior operating piston and its In said drawings, a indicates a car of a train and a, a, are the platforms thereof at which the gates b, b, are pivoted or hinged to open or close the platform passages to or The gates are tubes 0 with which they turn pivotally, the tubes serving as ducts for conveying the steam or compressed air to the chambers, 03, in which the pistons, e, connected with said tubes, are arranged. The chambers,'d, may be arranged beneath the floor or platform of the car, as indicated in Fig. 2, but owing to the multiplicity of mechanisms in that position, serving various purposes, I ordinarily prefer to arrange the pneumatic or steam chambers at the upper part of the car as indicated in Figs. 1 and 3, in which latter case, the tubular pivots or hinge pins are employed. When the chambers are beneath the car, said pivots or hinge pins may be solid rods.

The pneumatic or steam chambers are preferably of quadrantai or segmental form, as shown more clearly inFigs. 8 and 9, and the pistons arranged therein are preferably in the form of a flange or flat plate, pivoted at one edge upon the gate pivot, which latter extends into the angle of the quadrantal chamber, and-carries said. iiange-like piston so that it will vibrate with said pivot from-side to side under the power of the compressed fluid and spring. In said piston, in the preferred arrangement, is formed a duct or port, g, which opens into the chamber at one side of said pistonand into the tube, 0, so that the compressed air or steam will be led into the cylinder or chamber, d, from the storage reservoir of said compressed air or fluid, and

thus turn said flange-like piston'and the gate with which it is connected to its opened position. The gates could, by similar mechanisms, be closed by compressed, air, but the action of the air under ordinary-conditions I deem to be too positive for the most practical The pipe or pivotal tube, 0, is preferably in sections, especially where the duct or port in the flange-like piston is employed,the sections being imperviously joined as at c, and the section immediately connected to the piston being preferablyintegral therewith. A stufiing box, 0 serves to make an impervious joint at the point where the tube 0 enters the cylinder or chamber, d, and the tube, 0, is held steadily, so as not to spring when under pressure, by a suitable bearing, 0 at the upper part of the chamber. The lower end of the tube, 0, is provided with a shoulder or bearing, cflwhich bears against a co-operatin g bearing, 0 seton the platform or other fixture of the car so as to sustain the weight of the tube and its appendages. At its lower extremity where it is coupled to the horizontal pipes beneath the ,car body, the said tube enters a stui'ling box, 0 of the pipe coupling, 0 fixed upon the car by the hanger, a or other connecting device. By means of the gland, c, the packing in the stuffing box is compressed around the tube and the escape of air prevented.

On the opposite side of the piston, e, from that at which the compressed fluid enters the chamber, (7, is arranged a spring, h, Fig. 9, against which the piston is forced by said compressed fluid, and which spring throws the piston back to its normal position when the air or steam pressure is removed. This spring may be arranged outside of said chamber, or be arranged in connection with the piston, the pivot, or the gate in any suitable manner to close the gate automatically as the pressure diminishes in the air chamber. The

strength of the spring is not such as to do damage to a passenger, should one be caught between the gate and the car'body. The pneumatic connections are arranged with the gates so as to unite the'gates at one side of the train in one series and those at the other side of the train in another series. OE said pneumatic connections, i, i, are the main supply pipes which are in sections joined at the ends of the cars by hose or other flexible connections in any, suitable manner and connecting with the reservoir commonly found on locomotives containing compressed air and ordinarily employed in connection with the air brake system. j are T-connections from which branch pipes 71: and Z extend'to the chambers, d, and catch operating cylinders, m, respectively. The branch pipe, 7c, may' extend either directly to the chamber, (Z, or to the tubular pivot c.

The cylinders, 77], with which thebran'ches, 1, connect, contain a piston, n, adapted to be moved in the cylinder under the pressure of the air and a spring, 0, to return said piston to a normal position. The rod, 17,01? the piston connects with the lever, q, fulcrumed at 0*, upon a suitable fixture such'as the floor of the car and said lever operates a gate catch, 5, which is adapted to engage a co-operating catch or projection, t, upon the gate. The

are all turned to their open positions, allow ing free communication between the pip'e s o supply.

catch s, preferably slides at its upper end in. suitable bearings in the hand rail, to, of the platform and at its upper end is inclined as ye at u in line with the path of the co-operating catch as it moves with the gate so that, when said projection impinges on the incline, the catch, 3, will be pressed down and-the said co-operating catch will pass into its caught 7 5 position, the spring, 0, serving to raise the catch into its holding position after being depressed. When pressure of compressed'fluid, is brought to bear on the piston, 71, thelatter is moved against the powerof the spring and 80 the catches are released from one another si-' multaneouslywith movement of the piston e" so that the gate is'allowed to move pivotally' to its open position. The-catches are thusreleased automatically by the air pressure which opens the gates. Said catches are also setau-l tomatically ready to receive the co-operating gate catch by spring power.

I am aware that the means for 'securing' these automatic results may be varied with go out departing'from the invention.

The cock, 10', which controls the liquid pressure is operated by a handled socket wrench, in", as shown in Fig. 1,01" in any other suitable manner.

To secure the desired escape of air or fluid from the chambers and tubes or pipesco'n 'f necting'avith them and to thus reduce press? ure so as to, allow the springs to rec'oilan'd close the gates and reset the gate-holdingfrbo catches, I employ bleeders or small open= ings, 10, at suitable points' in said pipes or j chambers as indicated in Figs. 5 and 6. The said openings are preferably in connection with three-way cocks, w, which are stationed r05 on the main supply pipes at, beneath't'he'car: f body. Each carof the train-is providedwithfour of these cocks, two ateach-endofthe car, one in connection with each er, the twof main supply pipes. Ordinarily", these'coc one car with those of the other or othersfof the train. The cocks at the rear end of the rear car are, of course, closed and the forwar' cocks are also closed excepting when a ply of air is sent rearward,apl1 thesySteIn' is thus under the. control of}, ne man star, tioned atthe cocks at the he, of the train' at or near Where the main supply pipes con r20 nectwith the main reservoir or source of Atthe arrival of -a train at a station, the operator opens said cock at the head of the train, the one at the: side next the station platform, and thus allows an inflow of :25 compressed air from the reservoir into the main pipe. All the chambers in connection with the said main pipe thus receive the compressed air and, as aresult, the pistons are operated, the pistons, n, to release the gate [3c catches and the pistons, e, to operate the gates, the latter in the prpferred construction turning pivotally with'the vibrating or oscillating piston and pivot to open the passage leading from the car platform to the station platform one side ofsaid train at "to allow the exit of no dangerous attempt'at convey the compressed passengers from the train. Before starting the train, the cock is closed so as to bring the way, 10 into coincidence with the opening-w. This allows a gradual outflow of air and produces a reduction of pressure and the springs h and 0 are allowed to act on their'respective pistons to throw them and the parts depending on them to their normal or return positions.

By the employment of the automatically opening and closing gates and the automatically releasing and fastening catches, I am enabled to dispense with the services heretofore required of a brakeman or operator at each end of the car, one man alone being able to secure the desired results in connection with the whole system. Again, the gates be ing under the control of from the gates, and the before the ears are in motion, there will be boarding the train after starting, with the hope that thegates will be opened up after personal pleadings.

By employing the'eocks, w, in connection with the ears-carrying the gates, rather than cocks upon the engine for the engineer to operate,I am enabled to control the system more perfectly. For example, should the=last car of the train be set apart for private use and should it be desired to hold the gates thereof closed at the stations to prevent passengers from boarding the cars, the cock, to, of the said car can be closed and the fluid prevented from passing to the catch operating and gate pperating mechanisms.

Having thus described the invention, what I claim as new ,is

1. The combination with a series of cars of a railwaytrain, a series of gates arranged at the exit passages thereof, pneumatic means for operating said gates, and a main supply pipe arranged longitudinally with relation to said train and connecting with said means and adapted to fluid from ongrcar to another, said main supply pipe being provided with a valve at or near each platform of the ear and a handle for closing the same convenient to the brakeman of said car, enabling him to control said main pipe independent of the engineer on the locomotive, substantially as set forth.

2. Iu'combination with the gate of a railway car, a pivotal piston carrying said gate, a cylinder and a duct for conveying air to said cylinder and operating said piston and said gate, substantially as set forth.

In combination with a platform gate of a railway car, a pivotal rod having a flange like piston, a cylinder or chamber containing said piston and means for conveying compressed air to said and for the purposes set forth.

I. In combination with a car platform, a

an operator distant latter being closed and its platform cylinder, substantially as tion to said cylinders, substantially as set forth.

5. In combination with an automatically closing gate, a catch for holding said gate in its closed position, acylindcr' and piston and a lever q connected with said catch and pis: ton, a spring 0 and means for conveying compressed air to said cylinder,substantially as set forth.

6. In combination with the platform gate, and platform rail w, a piston and cylinder, a catch and its piston, cylindenand connections, and means for conveying compressed fluid to said cylinders, said catch being supported in a vertical position by the said hand rail and being adapted to hold the gate at or. toward its upper part, substantially as set forth.

In a railway gate, the combination with the pivotal and tubular rod 0, of the connection, 0 having a fluid passage leading to said rod and a stuffing box into which said rod extends and a gland c, all arranged and combined substantially as and for the purposes set forth. y

8. The combination with the railway car gate, pivot adapted to convey compressed fluid, a piston operating said pivot and'a cylinder or chamber adapted to receive compressed fluid through said pivot, substantially as set forth. 9. The combination with the ear and platform gates, the hollow pivotal tube, 0, carrying said gate, a piston e movable pivotally with said tube, said piston having the duct or port g, and a cylinder and means for supplying the same with compressed air, substantially as set forth.

10. In combination with the car, gate, cylinder and piston contained in said cylinder and controlling saidgate, a three-way cock and supply passage carrying the same and connecting with'said cylinder, one of the ways in said cock being the others to produce a slow, bleedingf? es-v cape of the fluid, substantially as 'set forth.

ll. In combination with the earand a pivotal gatoand its vibrating or oscillating piston, a cylinder stationed on said car and means for supplying the same with compressed fluid to vibrate or oscillate the piston.

12. In combination w' In testimony that I claim the have hereunto set my handthis May, 159-3.

foregoing I 22d day of JAMES \VA'YLAND. Witnesses: (IL-\RLES l: lmm,

()Lrvnn ill-mun.

working on a hollow materially smaller than

Images