US550726A - Eailwat gate - Google Patents

Description

(NoMogiel.) sheets-sheen 1.

' G.A. REYNOLDS.

RAILWAY GATE. Y

No. 550,726. kPatented Deo. 8, 1895.

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RAILWAY GATE.

No. 550,726. Panenped Dec. 3, 1895] (No Moda.; 3 sheets-sheet 3.

G. A. REYNOLDS. RAILWAY GATE.

No. 550,725. lqtented Dec. 3, 1895.

fwyfggm ilniirn STATES i ArnNT OFFICE.

GEORGE A. REYNOLDS, OF UTIOA, NEW YORK, ASSIGNOR TO THE STANDARD RAILWAY GATE COMPANY.

RAILWAY-GATE.

SPECIFICATION forming part of Letters Patent No. 550,726, dated December 3, 1895. Application filed February 29, 1892. Serial No. 423,126. (No model.)`

To all whom t may concern: adapted to engage the main weight. Fig. 11 13e it known that I, GEORG-E. A. REYNOLDS, shows aplan view of the outlying levers and of Utica, in the county of Oneida and State of connections. Fig. l2 shows a plan View of the New York,have invented certain new and useweight-lifting levers and connections. Fig. 5 5 ful Improvements in Railway-Gates; and vI do 13 shows a cross-section of the gate-post and i hereby declare that the following is a full, weight, together witha top view of a portion clear, and exact description of the invention, of the gate. Fig. 14 shows a side ViewA of the which will enable others skilled in the art to parts shown in Fig. 13. Fig. shows details which it appertains to make and use the same, of a catch and hand-trippin g device. 6o 1o reference being had to the accompanying Referring more specifically to the referencedrawings, and to the numerals of reference numerals marked on the drawings in a more marked thereon, which form part of this speciparticular description of the device, 1 indification. cates the rails of a railway-track, a double My present invention relates to improvetrack being shown in the drawings. 6 5

15 ments in the mechanism for operating and 2 2 indicate the gate-posts, located at opcontrolling automatic railway-gates. posite sides of the highway and opposite In the clrawings,\vliich accompany and form sides of the railway. One gate-post only part of this speciiication and in which similar may be used on either side of the railway, in iigures of reference refer to corresponding which case a longer gate is used. The gate- 7o zo parts in the several views, Figure 1 shows post consists of a hollow column having a in side elevation, a pair of gates located on closed upper end, which provides a tight-air their posts at opposite sides of the highway chamber, in which runs gate-weight 3. From crossing, together with the main weight-casgate-weight 3 project, through suitable slots ing and operating -levers and tripping dein the gate, post or column pins 4 4, which 7 5 vices. A portion of the casing is broken out are adapted to engage and run on the upper to show the connections. Fig. 2 shows a plan edge of the gate-bars 5, the gate being forked view of four gates located on oppositeV sides at its rear end and having a bar passing to of the highway and opposite sides of the raileach side of, the gate-column. v way, together with the casing and operating- 7 7 are counterweights to the swinging end 8o 3o levers of the main operatinglweight. Fig. of the gate, the excess of weight being in the 3 shows a section of the main weight-casing swinging end which projects across the highand the gate-post casing and the connectingway. j casings, exposing to view the gate weight The gate is provided with ahinged joint S, and the main weight and connections between which allows the gate to be pushed open from 8 5 them, the gate being shown in position to close the railway side of the gate, the gate being the highway-crossing. Fig. 4 shows the same held in its normal position by spring 9. The parts shown in Fig. 3, with the gate open. lower end of the gate post or column 2 is con- Fig. 4 shows details of a hand-lifting lever. nected with a water-tight underground con- Fg. 5 shows in detail a side, plan, and end view necting-casin g 10, which extends to the main- 9o 4o of the outlying lever in connection with the weight column 11, to which it is connected by section. of rail adjacent to which the lever is a water-tight joint. At the `angle between located. Fig. 6 shows in detail a pair of pivthe gate-column and the horizontal casing 10 oted levers for operating the weight-catch, is provided a bell-crank lever 12, pivoted to to which the cables or connections extending the casing at 13. To one end of the bell- 95 to the outlying levers are attached. Fig. 7 crank lever 12 is attached a bar or rod 14, shows the outlying lever. Fig. 8 shows the which extends to the gate-weight 3, and has weight-lifting lever. Fig. 2) shows a crankits end received in a pocket 15 in the lower arm on the end of the outlying-lever shaft, to- -end of the gate-weight. The rod is not othgether with a portion of the cable or connecerwise connected to the weight. The oppoloo 5o tion. Fig. 10 shows a toe or arm projecting site end of the bell-crank 12 is attached to a from the shaft of the weight-lifting levers connection 16, extending to bell-crank lever 17, pivoted at 18 at the angle in the casing 19, adjacent to or beneath the main operating-weight 19. From the opposite end of the bell-crank lever 17 extends a rod 20, which enters a suitable sleeve or pocket 21, provided in the lower end of the gate-weight 19. The rod or bar 2() is not connected with the gateweight, except by entering the sleeve. Two or more bell-cranks, as 17, may be provided in the casings beneath the weight 19 to provide suitable connections for extending to opposite sides of the railway or highway, as circumstances may require. The main operating-weight 19 is engaged by a toe or arm 22, mounted onthe end of a shaft 3, which extends across under the several tracks and is provided adjacent to one of the rails of each track with an arm 24, to the free end of which is connected a link 25, which connects with a pair of levers 2G, lying adjacent to the rail of the track and adapted to project above the surface of the rail and receive the tread of the wheel moving on the track. A hand-lever 22, pivoted to the side of the casing and having its bell-crank arm engaging in the weight, is provided as a hand-lifter for the weight 19. The weight 19 is also provided with a projection 27, extending through a slot in the casing 11 and adapted to be engaged by catch 28, pivoted to a projection from the casing at 29, and having an inclined face 30, adapted to be engaged by the projection and to throw back the catch as the Weight is elevated.

31 is a spring for returning the catch 28.

32 is a hand-tripping device pivoted at 33, having a projection 32, adapted to engage and operate the catch. Adjacent to the swinging end of the catch 28 is provided a pair of le* vers 34 and 35, pivoted at 36 to a projection from the casing 11. The levers 34 and 35 are adapted to engage the catch 28 and disengage it from the projection 27 of the Weight. To the ends of levers 34 and 35 are connected cables 37 and 38, which extend in opposite directions along the track to the outlying levers located at 'suitable distances on either side of the gate. The cables 37 or 38 connect with an arml 39 on the outlying lever-shaft 40, which shaft 40 extends across under the tracks and is provided witha crank 41, connected by link 42 with outlying lever 43, lying adjacent to one of the rails and proj ectin g above the face thereof and adapted to receive the tread of wheels on the track. The outlying lever 3 is provided with a curved end 43 and is mounted adjacent to its curved end on a long pivotal pin 45, provided on the link 42, where; by the end of the lever is free to vibrate away from the track when it is approached by wheels in the wrong direction. The lever is held adjacent to the track by a spring 44.

The operation of the device is substantially as follows: The gate being in open position, (shown in Fig. 4,) as a train of cars approaches the gate the wheels thereof tread upon outly ing lever 43 and depress the same, which op-v crates upon the connection 37 or 38, as the case may be, and through the levers 34 and 35 disengages the catch 28, which at the time is supporting the main weight 19. When the catch 28 is disengaged, the weight 19 rests upon the upper end of rods 29 and through the connections 29, 17, 16, 12, and 14 raises the 4several gate-weights 3. The weight of the weight 19 is greater than the combined weights of the several gate-weights 3 to be operated thereby, so that as the main weight 1 9 descends the several gate-weights are elevated. The speed with which they are elevated is regulated and cushioned by the air contained within the air-chamber in the upper end of the column, which may be allowed to escape slowly through an opening provided for the purpose, or the weight may be fitted somewhat loosely in the column to permit the escape of the air along the sides of the weight. As the weights 3 are elevated the pins 4 are raised oif the edges of the gate-arms and the gates closed by their own gravity. When the train passing along the railway-tracks has reached the gate, the wheels tread upon the gate-weight levers 26, and by depressing them they elevate the main weight 19 through the several connections heretofore described. As the weight 19 is elevated it is held up by catch 28. As the weight is elevated the ends of connections 2O slide in the sleeve-like openings in the lower end thereof. After weigh-t 19 is elevated the gate-weights 3, being unsupported, descend, and the pins 4, operating upon the gate, swing the same on their pivots and open the gate. The movement of the weights 3 in this direction is also regulated by the air-chamber in the upper end of the gate-column, as before mentioned. The air-chamber in the upper end of the gate-column causes the gates to open and close with a slow and regular movement.

A train approaching the outlying levers from the gate side of the lever will not operate them, as the wheels come in contact with the inclined or bent end of the lever and swing it to one side on the pin 42 without depressing the lever an d thus operating the gate mechanism.

The gate may be tripped by depressing treadle 32 to disengage the catch 28.

Mechanism may be provided for elevating the weight 19l by hand and independent of the levers 2G.

It is evident that many changes and modifications in and from the construction describedmay be made without departing from the equivalents of my construction.

What I claim as new, and desire to secure by Letters Patent, is

1. The combination in a railway gate of a gate weight and a main weight and connections between the main and gate weights engaging the weights by entering sleeve-like openings in thelower ends of the weights, substantially as set forth.

2. A set of vertically swin ging gates, a mov Sfs ICO

IIO

able counterweight for each gate, a separate housing for each weight providingan air cushion for the same, a main weight, connecting mechanism between the main weight and each gate weight constructed and arranged to elevate the gate weights when the without becoming disconnected, substantially as set forth.

1. The combination of a railway gate, gate and main weights 3 and 19, the bell-crank levers and connections between the bell-crank levers and between the levers and weights, and the weight raising and tripping devices operating on weight 19, substantially as set forth.

5. The combination in a railway gate of the vertically swinging gate, the gate weight 3 working in an air cushioned chamber, an opposing main weight 19, bell-crank levers, connections between the weights and bellcrank levers, a tread-lever lying adjacent to the track and a rock shaft, a crank for raising the weight 19, a catch for securing the weight, a tripping lever lying adjacent to the track with the end farthest from the gate lower and pivoted, the opposite end being adapted to rise above the plane of the track and beveled, a connection between the tripping lever and the catch, substantially as set forth.

6. In a railway gate, the combination of two or more stationary cylinders adjacent to the crossing, housing connecting the cylinders, two or more movable counterweights, a main weight having an excess of weight over all the counterweights, connections between the main weight and counterweights through the housings, a connection between each counterweight and each gate and mechanism for operating and tripping the main weight, substantially as set forth.

In witness whereof I have affixed my signa- 5 5 ture in presence of two witnesses.

GEO. A. REYNOLDS.

Witnesses:

C. E. TAYLOR, HERMAN BOOTH.

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