US600307A - Automatic railway - Google Patents

Description

(No Model 3 Sheets-Sheet; 1

E. DORE. AUTOMATIC RAILWAY GATE.

No. 600,807. Patented Mar. 8,1898.

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AUTOMATIC RAILWAY, GATE.

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(No Model.) 3 Sheets-Sheet 3.

E. DORE. AUTOMATIC RAILWAY GATE.

No. 600,307. Patented Mar. 8 1898.

51 Mme/Mop Witnesses TM: ndnms PETERS co. pworoumow wAsHma'roN, n c.

UNTTED STATES PATENT OFFICE.

EDWARD DORR, OF PRINCETON, KENTUCKY, ASSIGNOR OF ONE-FOURTH TO VALENTINE DORR, OF SAME PLACE.

AUTOMATIC RAILWAY-GATE.

SPECIFICATION forming part of Letters Patent N 0. 600,307, dated March 8, 1898.

Application filed Augu t 17, 1897. Serial No. 648 566. (N model.)

To ctZZ whom it may concern:

Be it known that I, EDWARD DORR, residing at Princeton, in the county of Caldwell and State of Kentucky, have invented a new and useful Automatic Railway-Gate, of which the following is a specification.

This invention relates generally to gates for the protection of railroad tracks, yards, &c., and more particularly to an improved cattlegate constructed so as to be automatically operated by the passage of a train over the track to which it is attached.

The object of my invention is to provide a new form of laterally-movable gate for the exclusion of cattle, stock, 850. from the tracks or yards of a railroad which shall be cheap in construction, automatic in operation, and easily applied.

Another object is to provide a cattle-gate which shall be quick and certain in its movements and regulated in its operations by a train passing over the track to which it is attached.

Another object of my invention is to provide a cattle-gate which may be applied to any railroad-track at any point where a section of said track is desired to be closedsuch as stock-yards, roundhouse-yards, station-yards, and fenced sections of said track along the line of said road.

With these objects in view my invention consists in the peculiar construction of the various parts and in their novel combination and arrangement, all of which will be described in detail,and pointed out in the claims.

In the drawings formingapart of this specification, Figure 1 is a perspective view showing my invention in use. Fig. 2 is a top plan view showing the gates in a separated or open condition and the track unobstructed. Fig. 3 is a similar view with the gates closed. Fig. at is a cross-section through the track and the gate-base, the gates being closed.

Like letters and figures of reference mark the same parts wherever they occur in the various figures of the drawings.

The description and operation of my invenbut sloping toward the ends, which are below the level of the regular track. These rails are placed parallel and adjacent to the regular rails and supported at each end by an iron 5 5 bar 0., extending below the road-bed and bent in a right angle at its union with the rails B B, so as to form a shoulder, from which an arm 1) extends and connects with upper arm 1 of a bell-crank lever. This lever is pivoted to a post P, resting upon a cross-tie.

O G are cross-ties, upon one of which a bedplate E is attached. Upon the cross-tie the brace-levers F F and F F are pivotally fastened near their bottom, while they support and are pivotally attached at their top to the gates G G. The connecting-rods g g extend inward below the road-bed from the lower end of the brace-levers F F to the ends of the shear-levers H II, which rest below the center of the road-bed, the opening and closing of said shear-levers closing and opening the gates G G alternately. At the opposite ends of the shear-leversH II are attached rods h h, which connect with the lower arm e of the 7 5 bell-crank lever and operate in connection with the downward pressure of the side rails 13 B, so that when the passing train presses down upon said rails 13 B the combination movement of the bell-crank levers e e and the connecting-rods h it closes the shear-levers H H, and thus by means of the rods 9 9 opens the gates.

Attached to the bottom of the gates G G are cables or chains I I of steel wire or other suitable material, which extend downward through openings in the bed-plate and crosstie into tubes K K, set in the ground. In these openings in the bed-plate are pulleys J J for the assistance of the cables I I. Weights W W are attached to the ends of said cables, and when the pressure upon the rails 13 B is released by the passing of the train the weights W W pull downward in the tubes K K with sufficient force to close the 5 gates automatically. Upon opposite sides of the center tie and bed-plate on which the gates G G are mounted are two diagonally tion are as follows:

A A represent the rails of the regular track. B B are narrow curved rails slightly elevated in their middle above the regular track,

extending cables L L, (shown in dotted lines in Fig. 4,) which cables connect the lower end of the pivoted brace-lever F of one gate with a point upon the lever F on the opposite side of the track above the pivot of said lever, so that in case the train in passing over the track should miss either one of the rails B B the pressure upon the one passed over would be communicated by said cables L L to the opposite lever, so as to open both gates just the same as if both rails had been traversed by the train.

The operation of my device is as follows: The train as it approaches the gates touches the narrow projecting rails B B, pressing them downward. This causes the iron bar a, which is riveted to the rails B B, to move downwardly, carrying with it the links! Z and the upper arms of the bell-cranks, causing the lower arms of said levers to move outwardly, which movement operates to close the shear-levers and open the gates G; G by me ns o the o n d g 9- As 0.01 as the downward'pressure upon the rails BB is released by the passage of the train the weights W W move downwardly in the tubes with sufficient force to operate the levers F F and the rods g g and close the gates auto matically.

It will be seen that my invention is simple in construction, easy of operation, and convenient in application.

Having thus fully described my invention, what I claim as new, and desire to secure by LettersPatent, is-

1. In a cattle-gate for railroad-tracks, the combination with the bed-plate and cross-tie, of two gates adapted to move in opposite directions, supporting-braces pivotally connecting them with the bed-plate, a pair of shearlev'ers, rods connecting the bracesand shear.- levers, auxiliary movable rails, a cross-bar connected to said rails, a bell-crank lever, a link connecting one end thereof with said bar, and rods connecting the other end of the bell-crank with said shear-levers, whereby the movement of the rails operates the rods and levers to open and close the gates, substantially as set. forth.

2. In a cattle-gate for railway-tracks, the

combination of two gates adapted to move laterally across the track, pivotal levers upon which said gates are supported, shear-levers pivoted to the cross-ties, rods connecting them at one end to the pivotal levers, at a point below the pivots, vertical bell-crank levers on each side of the track, rods connecting the lower arms of the bell-crank levers with the opposite ends of the shear-levers, auxiliary tracks, and connection between said auxiliary tracks and the upper arms of the bell-crank levers, whereby the downward pressure upon the auxiliary tracks will operate the gates, substantially as described.

3. In a cattle-gate for railroad-tracks, the combination with two pivotally mounted gates adapted to move laterally across the track, of weights attached to the bottom of the gates and adapted to move freely in tubes placed beneath the track, said weights being so adjusted as to, move downward in said tubes upon the release of the pressure upon the auxiliary track, whereby the gates are automatically closed, substantially as shown and described.

4:. In a cattle-gate for railway-tracks, the

combination with two gates adapted to move laterally across the tracks, of a cross-tie, gate supporting levers pivoted thereto out side of the track, auxiliary tracks, connecting mechanism whereby the gate supporting levers are operated when said tracks are depressed, and connections between the lower end of the gate-supporting lever on one side of the track and the gate-supporting lever on the other side of the track, at a point above its pivot, whereby the motion of one supportinglever is transmitted to the other in opposite directions, and both gates caused to be opened by pressure upon either auxiliary track, substantially as described.

EDWARD DORE.

Witnesses:

EDWARD GARRETT, R. M. PooL.

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