US558092A - Automatic railway-gate - Google Patents

Description

(No Model.) A 5 Sheets--Sheet 1. f l W P MORSE AUTOMATIC RAILWAY GATE.

Patented Apr. 14, 18961.

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(No Model.) 5 Sheets-,Sheet 2.

W. F. MORSE.

4 AUTOMATIC RAILWAY GATE. l Nq. 558,092'. Patented Apr. 14, 1896.`

ANDREW BGRAMAM. PHOTO-UTHDWASHINBTGN. DC.

(No Model.) 5 Sheets-Sheet 3.

W. P. MORSE.

AUTOMATIC RAILWAY GATE. No. 558,092. Patented Apr..14, l1896.

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WITNEE. y INVENTOR. W MANA/wi? MOINE ANDREW EJSMIAIVY PHOTO-LITHQWASHINGTONJJ C.

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W. 1:". MORSE. AUTOMATIC RAILWAY GATE.

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J W. F. MORSE.

AUTOMATIC RAILWAY GATE.

No. 558,092. Patented Apr.`14, ,1896.v

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AN DREW BLRAHAM. PHDTUUTND. WASHINGTON. D.C.

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4PATENT OFFICE. j

VILLIAM F. MORSE, OF UTIOA,1NEVV YORK, ASSIGNOR TO TI-IE STANDARD RAILWAY GATE COMPANY, OF MAINE.

VAUTOMATIC RAI LWAY-GATE.

SPECIFICATION forming part of Letters Patent No. 558,092, dated April 14, 1896.

Application filed April 5, 1893. Serial No. 469,104. (No model.)

To all whom it may concern,.-

Be it known that I, WILLIAM F. MORSE, of Utica, in the county of Oneida and State of New York, have invented certain new and useful Improvements in Automatic Railway Gates; andI do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to 1o make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form part of this specification.

My present invention relates to an in1provement in automatic railway-gates- In thedrawings which accompany and form a part of this specification, and in which similar letters and figures of reference refer to corresponding parts in the several views, Figzo ure l shows lin perspective in a general way one of the forms of construction of my improved gate, this form of construction being what is known as the overhead. system. Fig. 2 shows a vertical section of the power- 2 5 house, showing the mechanism contained therein partially in side elevation and partially in cross-section, the parts being in the position which they assume when the gates are closed. Fig. 3 shows the same` parts 3o shown in Fig. 2 in the same manner with the same parts in the position which they assume when the gates are open. Fig. 4 shows details of the gate-stand and mechanism therein contained in connection with a portion of Fig. 5 shows a planview of the gate-stand and a portion of the gate. Fig. 6 shows in connection with the gate-stand and gate and a part of the overhead work the hood for the gate in open position. Fig. 7 shows a planview of the tracks and powerhouse, and especially the shaft extending from the power; house through under lthe tracks. Fig. S shows a side elevation of a track -rail, showing particularly a pair of 45 tread-levers lying adjacent to the track and the mountings of the shaft and levers connected therewith. Fig. 9 shows in side view the track-levers, and particularly their connections with the shaft extending under the 5o tracks. Fig. 10 shows in side elevation a portion of the shaft, and particularly the coupling and box by means of which the shaft is secured to the rail. Fig. 11 shows substantially the same details shown in Fig. 9 with the tread-levers in their elevated position and the connecting parts in their corresponding positions.

In constructing my improved gate I pro vide adjacent to the track or tracks to be protected and adjacent to the highway-cross 6o ing what I term a power-house, as A, which consists of an inclosure for the greater portion of,2 the mechanism and may also be of a size and shape suitable for a flagmans shanty. Underthepower-house and eXtending, preferably, partially outside of it I provide a pit B. From this pit extends to the tracks and through under the several tracks a rocking connecting-shaft 1. This shaft may be coupled to one or both of the rails of 7o each track by bearing and coupling box 2, provided with suitable hooks or attaching devices, as 3, by which it is secured on the lower `web of the rail. The coupling-box 2 also forms a casing for a lever-arm 4, secured onthe shaft 1, and may also form a easing for couplings between several sections of which the shaft 1 may be composed. These couplings are preferably made adjustable to bring the levers at each of the several rails 8o in the same relative position when raised above the rail. In the upper wall of the bearing-box on which the rail a rests is provided an opening over the end of the lever 4 for the reception of the stem 5 of the tread- 85 rail coupling-plate 6.

The tread-rails 7 and 8 are pivoted at 9 and 10 to fixed points on the outside of the trackrail. The two adjacent ends of the tread-levers 7 and 8 are engaged on heavy pins pro- 9o vided in the coupling-plate 6,*which engage in the slotted openings in the ends of the levers 7 and 8, as shown in Fig. 11. The treadlevers 7 and 8 are adapted to rise above the face of the rail, as shown in Fig. 1 1, and re- 95 ceive the tread of wheels running on the rail. The pivotal ends 9 and 10 of the tread-levers are preferably somewhat below the face of the rail, as shown in Fig. 11.

At the pit of the power-house the shaft 1 is :oo provided with an adjustable coupling `11 and 4has affixed on the outside of the coupling 11 a lever-arm 12. The lever-arm 12 is adapted to engage with one end of the lever 13, pivoted at 14 upon a suitable base and extendng under the central portion of the powerhouse.

Over the swinging end of the lever 13 in the power-house is provided a framework 15, which has guides 16, in which runs a sliding weight 17 Under the center of the weight 17 is provided a spring-barrel 18, adapted to be engaged by the end of the lever 13 and containing spring 19. The spring 19 is eoniined between the adjustable bottom 2O of the spring-barrel and the movable follower 21 in the upper end of the spring-barrel. The follower 21 is provided with a stem 22, which is adapted to engage the weight 17 substantially in its center. The spring-barrel18 is supported in its lower position by resting upon the end of the lever 13 and on its upper end is provided with a toothed rack 23, adapted to be engaged by a dog 24 to support the spring-barrel in its upper position.

From the upper end of the framework extends a tube or continuation of the framework 25. Connected With the weight 17 and passing through the tube 25 is a connectingrod 2G, by means of which the gates are operated. The connecting-rod 26 is provided with a swivel-nut 27, by which it can be adjusted, and has secured thereon bearing-blocks 28 and 29 for operating the levers 30 and 31, respectively. The lever 30 is pivoted at 32 and the lever 3l is pivoted at 33 on an arm projecting from the tube 25. The swinging end of the lever 3l is attached by means of a connectingrod 34 to piston 35, running in a cylinder 36, secured in the power-house. The cylinder 63 is provided with petcock 37, by means of which the passage of the air into and out of the cylinder 36 is controlled. To the outer end of the arm 30 is attached a connectingrod 38, which connects with a lifting-fork 39, mounted to slide vertically on a guide-rod 40, secured on suitable supports in the powerhouse. The fork 39 is adapted to engage and raise a tripping-weight 41, mounted to slide vertically on a guide-rod 42 parallel with rod 40 and secured in the same manner. The weight 4l is adapted to fall onto the forked end of the dog-lever 43, which is connected with the dog 24, and disengage the same from the ratchet-teeth on the rack .i3 of the springbarrel. The weight 4l is held in its elevated position by means of the swinging armature 44 of electromagnet 45.

Secured on the arm 30 at 4G is an arm 47, which passes around the tube 25 and to a position over the opposite side of the frame and has attached to its swinging end a connectingrod 48, which connects with a forked weightlifter 49, similar to 39, which runs on a vertical guide-rod 50, secured in the power-house. rlhe lifter 49 is adapted to raise the weight 51, which runs on a parallel guide-rod 52. The weight 51 in its descent is adapted to strike on the forked end of lever 53. The forked end of this lever partially surrounds the rod 52 in such 'a position as to be struck by the weight 51 in its fall. The lever is pivoted at 54 to a portion of the framework. To the lever 53 is attached a connecting-rod 55, which extends upward along the side of the framework and' is connected with a bell-crank lever 5G, pivoted at 57 to the framework and operating to withdraw the catch 58, which secures the weight down and holds the gates in closed position. The weight 51 is held in elevated position, when not held by the lifter 49, by the swinging armature 59 of electromagnet GO.

At 61 is shown a pair of stops for limiting the downward movement of the weight 17.

For operating the spring and weights by hand I provide a lever-handle G2, pivoted on a rock-shaft 63 and carried on an arm of the framework extending into the pit, and on the rock-shaft 63 is provided an arm 64, which has a roller G5 in its end, adapted to engage under the end of lever 13 and operate the lever 13 and the other coacting working parts. From the power-house extends a suitable framework of casing-tubes m, which pass to the several gate-stands, and within the casin gtubes are provided connecting-rods, as n n, by means of which the movements of the weight 17 are communicated to the gates. In the angles of the easings are provided bell-cranks, as o, for establishing connection between the connections fn., runnin g vertically, and connections running horizontally. The gates G0 are mounted on short rock-shafts 67 and are adapted to swing in a vertical manner. The shafts G7 are mounted in gate-stands G8, and a suitable number of gate-stands and gates can be provided on one or both sides of the railway-track and one or both sides of the highway-crossing. The gates GG are provided with counterweights 69, which contain a surplus of weight and are adapted to swing the gate into a vertical position, or as near to this as may be. lVithin the gate-stands and on the shafts 67 are provided segments 7 O, to each of which is attached one end of a flexible spring-strap 71, which strap is connected to or forms a port-ion of connection n, extending from the power-house to the gate-stand.

The gate may be provided with a hinge, as shown at 72, which will allow the gate to be pushed outward from the railroad-tracks in order to permit a person who has been caught between the gates to escape in case such an accident should happen; or the hinge 72 can be dispensed with and the entire gate-stand 68,'gate and all, made to turn on a pivot. A spring, as 74, is provided for returning the gate to its normal position when forced open, as before stated.

At 73 is shown a gate-hood attached at its lower end to the top of the gate-stand and at its upper end to one of the horizontal casingpipes m. These hoods also form braces for the overhead work, holding it quite rigidly.

The general operation of the device is sub- IOO IIO

stantially as follows: With the gates closed,4

as shown in Fig. 1, the weight 17 is in its lower position, and the spring-barrel 18 also in its lower position, which forces down the long end of the lever 13, and by means of the shaft 1 and the connecting parts the treadlevers 7 and .8 are forced up by the side of the rail. A train or car passing along the track at or near the gate depresses the rails 7 and S by its weight thereon, and the movement thus instituted, acting through the levers, shafts, and connections heretofore described, operates to shove the spring-barrel 1S up, and as it is forced up the spring is compressed, and the barrel is caught and held in its upper position by the catch 24. At this time the weight 17 is held down by the catch 58. When the train or car has passed the highway-crossing covered by the gates, it engages an electric button placed adjacent to the rail of the track, the operation of which button induces a current in the electromagnet 60, and this magnet then draws up its armature, which acts as a catch for weight 51, and the weight is allowed to fall, sliding` down the guide 52, and strike the lever 53 and disengage the catch 58.. The spring 19 being at the time under tension, as before described, now acts to force the weight 17 upward, and as the tension is taken off from the connecting-rod 26, continued in n, and the several gates being counterweighted, they swing toward their vertical positions and become opened. The speed of movement of the `weight7 and the connected gates is controlled by the regulator air-cylinder 36 and the petcock 37, together with its connections, eX,- tending through to the weight and gates. At the time that the main weight 17 ascends and the gates are open the lever-arm 47, operating through its connections and sliding weightlifter, `moves the weight 51 up into a position above the magnet G0 and into a position to be caught and supported by the catch-arm ature. At the same time the lever 30 allows the weight-lifter 39, operated by this lever, to descend to the lower end of the guides and leaves the weight 41 supported by the swinging armature of electromagnet 45. The gates are automatically closed by reason of a train passing along the track engaging or operating an outlying button, which is electrically connected with the magnet 45. The outlyin g button is placed at such a distance from the highway-crossing as will give the gates a sufiicient time to close ahead of the train to protect the crossing. Then the current is introduced into the magnet 45 by operating the outlying button, as aforesaid, the armature 44 is drawn up and disengages the weight 41 and allows it to fall onto the lever 43. This lever withdraws the catch 24 and allows the springbarrel 1S and spring and attachecbparts to descend into their lower position, and at the same time operate the levers 13 and 12 and shaft 1 to raise the tread-levers by the side of the rail. The support to weight 17 being removed by the descent of the spring-barrel and attached ing on the segments in the gate-stands, draws the gate into closed position. The rapidity of this movement is regulated also by the aircylinder 36 and its petcock. The gates being closed by the descent of the weight 17 remain in this position while the train passes and compresses the spring, as before described, and until it engages the releasing-button which controls the electromagnet 60, as before described. lt will be noticed that the operation of the gate is entirely automatic, the power for operating the gate being derived from the depression of the tread-rails and stored in the spring and the main weight, and that by a suitable arrangement of electric buttons along the track one or more tracks can be covered for trains moving in one or both directions and the gates may be made to close upon the approach of a train and kept closed until after the train has entirely passed the crossing, or they may be allowed to open immediately upon the train reaching the crossing.

It is evident that numerous alterations and modifications of and in the construction herein shown and described may be made without departing from the equivalents of my 1 construction.

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

1. The combination of a railway-gate and operating mechanism consisting of a treadlever, a mainspring, a connection between one end of the spring and the tread-lever, including a multiplying-lever, a catch for securing the end of the spring, a connection IOO between the other end of the spring and the gate, substantially as set forth.

2. The combination in an automatic railway-gate, of a tread-lever located at the railway-track, a gate, a connection between the gate and tread-lever, a weight in the connection, a movable spring introduced in the connection between the weight and tread- 1ever, and a catch 24 securing the `end of the spring next to and connecting with the treadlever, substantially as set forth.

3. The combination in an automatic railway-gate, of a tread-lever located on the railway-track, a gate, a connection between the gate and tread-lever, a weight introduced in and forming a part of the connection, a catch between the weight and tread-lever, and a catch between the weight and gate, substantially as set forth.

4. The combination of a railway-gate, a tread-lever, a spring, a weight, a spring-barrel containing the spring, a connection between the spring-barrel and tread-lever con'- sisting in part of a multiplying-lever, a catch for the spring-barrel and a connection between the spring and gate including the weight, substantially as set forth.

5. The combination of atread-lever, a gateweight, a gate connected with the weight a spring acting on the weight, a -connection beerated by the resiliency of the spring after being placed under tension and held between the catch and weight.

7. The combination in a railway-gate, of a tread-lever, a gate, a movable weight, a spring connected at one end with the weight, a catch for securing the other end of the spring and holding the spring under tension between the weight and catch, a connection between the spring and tread-lever, and a connection between the weight and gate, combined, substantially as set forth.

8. The combination in a gate-operating mechanism of a main weight, a spring for operating the weight, a catch securin g the spring, a tripping-weigl1t arranged to fall and disengage the catch, and a device operated by the descent of the main weight which resets the tripping-weight, substantially as set forth.

9. The combination of atread-lever, a gate, a connection between the gate and tread-lever, a spring introduced in the connection, a movement-regulator also attached to the connection, a catch for securing the spring under tension between the catch and regulator whereby the gate is moved by the spring as it assumes its normal tension and the movement of the gate is regulated by the regulator, a tripping-weight operating to disengage the catch, and a tripping-weight-lifting device operating from the connection extending to the gate whereby the tripping-Weightlifting device is allowed to descend when the gate is in open position and is caused to ascend and lift the weight when the gate is in the act of closing, combined, substantially as set forth.

10. The combination of a depressible treadlever, a main weight, a spring under the main weight, a movable barrel containing the spring, a catch for securing the barrel with the spring compressed between the catch and weight, a connection between the barrel and tread-lever, and a connection between the weight and gate, substantially as set forth.

l l. The combination of a tread-lever, a main weight, a spring operating on the weight, a catch for securing the spring under tension between the catch and weight, a counterweighted gate in which the surplus of weight is located in the counterweight, and a regulator attached to the connection between the weight and counterweighted gate whereby the descent of the main weight is regulated and the gate opened with a regular movement by the expansion of the spring after being compressed and caught by the catch, substantially as set forth.

12. The combination of a tread-lever, a gate, a weight, a connection between the gate and the weight, a spring acting on the weight, a connection between the spring and tread-lever operating to compress the spring, a catch for securing the spring in compressed position, and a catch securing the weight against movement by the spring, combined, substantially as set forth.

13. The combination of a gate, a weight moving in vertical guides, a connection between the weight and gate, a spring-barrelbeneath the weight and vertically movable in a guide, a spring contained in the spring-barrel, adapted to actuate a movable piston eX- tending to the weight, catches for securing the spring-barrel and weight respectively a tread-lever, and a connection between the tread-lever and `spring-barrel, substantially as set forth.

In witness whereof I have aiiiXed my signa ture in presenceof two witnesses.

VILLIAM F. MORSE. Witnesses:

L. E. MORSE, P. P. SMITH.

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