US615787A

US615787A - bernardin

Info

Publication number: US615787A
Authority: US
Publication date: 1898-12-13
Anticipated expiration: 1915-12-13

Description

No. 615,787. Patented Dec. I3, |898. D. BERNARDIN &. Z. PATTENAUDE. AUTOMATIC RAILWAY GATE.

(Application led June 4, 1898.) (No Model.) l 3 Sheets-Sheet I.

No. 6I5,787. Patented Dec. I3, |898. D. BERNARDIN G. Z PATTENAUDE.

AUTOMATIC RAILWAY GATE.

(Application led June 4, 1898.) ("0 Md| a sheets-sheet 2.

/NVENTOHS en/WM A TTOHNE VS.

W/TNESSES Patented Dec. I3, |898. D. BERNABDIN & Z. PATTENAUDE.l

AUTUMATIG RAILWAY GATE.

(Application led June 4, 1898.) (N0 M0de| 3 sheets-sheet 3.

1N: Ncnms percus co.. vnoaurno.. wAsmNaToN, n. z:A

DOSITHE BERNARDIN, OF ST. EUSTACHE, AND ZEN OPHILE PATTENAUDE, OF VINNIPEG, CANADA, ASSIGNORS OF FORTY-NINE ONE-HUNDREDTHS TO JAMES G BENNETT AND HERBERT G.' WILSON, OF WINNIPEG, CANADA.

AUTOMATIC RAILWAY-GATE.

SPEGIFICATION forming peri. ef Lettere Patent Ne. 615,787, dated neeember is, 189e.

Applicatidll filed June 4, 1898. Serial No. 682,555. (No model.)

To n/LZZ whom it may concern).- the crossing after the train or motor has o Be it known that we, DOSITHE BERNARDIN, passed, which mechanism is of such a nature of St.Enstache,andZENOPHILEPATTENAUDE, that it requires no attention from the en; of Winnipeg, in the Province of Manitoba gineer or motorman, being entirely automatic 5 and Dominion of Canada, have invented a in its action.

new and Improved Automatic Railway-Gate, This mechanism consists of two principal 55 of which the following is a full, clear, and parts-the operating mechanism, which is of exact description. that class having a bar in position to be en Our invention relates to that class of railgaged by the tread of the wheels, and the ro way-gates designed to be operated automatgate or closing mechanism, which is operated ically to barahighwaybefore the train reaches by said bar through suitable connecting 6o the crossing and to free the highway after the mechanism. train passes across it. The highway is closed in the following man- Our invention comprises the novel features ner:

of construction and combinations of parts Upon opposite sides of the highway are which will be hereinafterdescribed, and deerected posts A', which are connected at their 65 iined in the claims. upper ends by a beam A, said posts beingpat Reference is to be had to the accompanying such a distance apart and of such a height drawings, forming a part of this specification, as to furnish ample opening for any vehicles zo in which similar characters of reference indiwhich are liable to use the highway. Upon cate corresponding parts in all the figures. the beam A are pivoted two bars B by pivots 7'o l Figure l is a top plan view of the gate. B', which are at or near their centers. These Fig. 2 is a side elevation thereof. Fig. 3 is a beams are constructed as shown in cross-secside elevation, on a larger scale, of the two tion in Fig. 14, and each consists of a central operating-levers which aredirectlyconnected body B2, upon opposite sides of which arev to the gate mechanism. Fig. 4. is a sectional placed the plates B3, which extend below the 75 plan view taken upon the line 4i 4 of Fig. 3. bar B2, forming the central body, and at their Fig. isadetail plan view of the lever connectlower edges are provided with inwardly-` ing the longitudinal and transverse shafts. turned flanges B4, which do not quite meet 3o Fig. 6 is a side elevation of the same. Fig. 7 in the center, thus leaving a slot B5 extendis a section taken upon the line 7 7 of Fig. 6. ing the length of the bar. At their center 8o Fig. S is a side elevation of the same parts or where the pivot is to be located the plates shown in Fig. 6 as applied to the other set of B3 have ears extending above the bar B2 and operating-levers. Figs. 9 and 10 are elevaprovidedwith apertures B7 to receive the tions of the suspended bars for closing the pivots B. At one end--that is, the end which roadway. Fig. 11 is an elevation of one of is at the side of the roadwaythe plates B3 85 the forked levers by which the gate mechanare connected by a cross-pin B6, to which is ism is operated. Figs. 12 and 13 are respecattached a chain b, which limits the motion tivelya side elevation and a plan view of the of the rods b, supported from the bars B,

4o lever secured to the longitudinal shaft and which rods are of such a length as to reach engaging the bar which is directly moved by to near the ground. At their upper ends the 9o the car-wheels, and Fig. 14. isa cross-section rods b are each attached to a ring b2, said through the supports for the suspended bars ring being. attached to a T-shaped slide b', shown in Figs. 9 and 10. provided at its upper end with a cross mem- The object of our invention is to provide ber b3. The shape of this slide is clearly an apparatus whichis automatically operated shown in Figs. 9 and 10. The cross bar or 95 by a railway-train or its motor to close a head b3 iits within the slot formed between highway-crossing of a railway previous to the the lower edges of the plates B3 and is free approach of the train or motor and to open to slide therein. The successive slides b are secured to each other by means of rings or links b4, which enter apertures b5 in the slides b. These links limit the separation of the rods b. When the bars B are tilted at an angle, as shown in Fig. 2, the slides b' will move toward the lower end of the bar. When the bars are in the position shown by the full lines in Fig. 2, the slides b and the rods b, suspended therefrom, will move toward the center of the roadway, so as to block the same. Then the bars B are tilted in the opposite direction, as shown by the dotted lines in Fig. 2, the rods Y) Will be slid toward the outer side of the roadway, as shown by the dotted lines at one side of the gure. This opens the roadway and leaves it unobstructed.

To the inner ends of the tilting bars B are attached links C3, which at their upper ends are attached to an arm C2, secured to a shaft C, mounted in bearings on the brackets C, which are supported from the beam A. The shaft C at one end is provid ed with a flattened portion C, which is also twisted, so as to give it a quarter-turn.

Upon the frame which supports the beam A is pivoted a level' D, which at its upper end is divided into two parallelforks D, which embrace the flattened portion C of the shaft C. If the lever D be swung upon its pivot, the two forks will embrace the sides of the twisted portion of the shaft C, so as to rotate it, giving ita quarter-turn. This will raise or lower the inner ends of the tilting bars B, depending upon the direction of motion of the lever D. To the lower end of the lever D is attached a chain D2, which passes around the pulley D3, mounted upon one of the posts A. This chain extends to one side or in a direction parallel with the track, as two separate runs, passing through guides D6, `mounted upon one of the posts A and a post D4, which is located near the operating mechanism. Both ends of the chain pass over guidepulleys D7, mounted upon a frame I, one end being attached to the pivoted operating-lever E and the other, after passing about its guideroller, being attached to the upper end of the other pivoted operating-lever E'. The ends of the chain are not attached rigidly to the levers, but are attached to rods d', which pass through apertures in the levers E and E and have springs CZ between their outer ends and the levers, thus forming yielding attachments of the chains to the levers.

Mounted in suitable bearings K2 outside of and parallel with the rails R are shafts K. Four of these shafts are shown, two shafts being used in one set of operating mechanisms and the other two in the other set. These operating mechanisms are furnished in duplicate, the construction of the greater part thereof being exactly alike. The corresponding parts of the two sets are therefore similarly lettered, and the description of one set applies to the other, except where hereinafter otherwise definitely stated.

The two shafts K of each set are located one upon each side of the track, being only a short distance outside of the rail. Upon the bearingblocks K2, which support the shafts, are pivoted levers L', which at their free ends are connected to a bar L, located close along the outer side of the rail. This bar is preferably of a U cross-section, the open side facing outward or away from the rail. Between the two side portions of this bar enter the outer ends of arms K', secured upon the shafts K. These arms are shown in detail in Figs. 12 and 13. The outer ends 7e of these arms are not secured directly to the bars L, but are slightly rounded or pearshaped, as shown in Fig. l2, and lie between the top and bottom portions of the bars L. The ends of the bars L are bent downward a little, as shown in Fig. 2. Vhen the bars L are depressed by engagement with the car- Wheels, the shafts K will be rocked in their bearings. To the shafts K are secured arms M, which at the ends adjacent the rail carry set-screws m, which bear upon the upper surface of arms N, pivoted to plates N', secured upon the upper surfaces of the ties. The swinging ends of the arms N are connected to links P, which at their lower ends are piv oted to arms O, secured by means of setscrews O' upon a transverse shaft F,ge.\itend` ing across the track and beneath the rails. Depression of the bars L will therefore result in a rocking movement being given to the lateral shaft F. The mechanism heretofore described for securing the movementV is duplicated upon each side of the track. This duplication is not, however, strictly necessary, as it may be found that one set of such devices located upon one side of the track only is su ficient to secure the desired results. We do not therefore desire to be limited to the use of both sets of these devices.

At any suitable point upon the shaft F is fixed an arm Q, which is engaged byaspring Q', so as to rock the shaft F in opposition to the movement caused by the depression of the bars L. This spring may, however, be inserted at any other point in the mechanism found more desirable and may be of any suitable construction.

At one end of the shaft F-that is, the end upon the same side of the track as that occupied by the highway-gate-*are journaled the operating-levers E' and E'. The two sets of operating mechanism are exactly alike in the parts heretofore described. The operatinglevers E and E' are, however, slightly diei ent, and the mechanism for controlling and operating the same differs in appearance, a1- thou gh the principle is substantially the same in both cases. The operating-lever E is the one which acts upon the gate mechanism to close the highway, While the operating-lever E' is the one which operates upon the same mechanism to open the highway.

Upon the ends of the shafts F and F' belonging to the two sets of mechanism are secured arms G and G', both having the same IOO IIO

function, but being slightly different in construction. These arms are adapted to be locked to the operating-levers E and E' when the mechanisms controlled thereby are to be operated. The operatinglevers E and E' have side extending arms E2 E3, to the outer ends of which are pivoted the locking-bars H and H. The locking-bar H extends in a horizontal direction, while the locking-bar H extends in a Vertical direction. Each of these locking-bars is provided with a notch H2, adapted to engage the ends of the fixed levers G and G', so as to lock the operating-levers E and E to their respective shafts. The notch H2 in the locking-bar H is in one side thereof and intermediate its length, while the corresponding notch in the locking-bar H' is at the end thereof. The locking-bar H is connected to the operating-lever E by means of a link J, pivoted at J3 and J4 to the bar and lever. The link J is also pivoted intermediate its ends to thelocking-bar H by means of the link J', which is provided with a slot J2 at the point where it is connected to the link J. This allows for a certain amount of play of the locking-bar H in one direction. As shown by the solid lines in Fig. 3, both of the locking-bars H H are in engagement with their respective arms G and G, so that both operating-levers E and E' are secured to the shafts F and F. If, however, the operating-lever E is thrown into the position shown by the dotted lines in Fig. 3, it will release the locking-bar H by said movement, so as to free the operating-lever E from its shaft. The operating-lever E will thus be kept disengaged from its shaft as long as the lever E is thrown backward. If, however, the lever E' is operated so as to be thrown into its outer position, as shown by the dotted lines in Fig. 3, the locking-bar H will be lifted, so as to-free the operating-lever E from its shaft, said lever being held disengaged as long as the operating-lever E is held backward. As a consequence, whichever set of operating mechanism is first engaged by the car-wheels will disengage the operating-lever of the other set, so that the other set of operating mechanism will have no eifect upon the gate. The train approaching the gate will thus engage the iirst set of operating mechanism, so as to close the highway-crossing,and will keep the same closed until after the car-wheels have left the first set of operating mechanism. As soon as the car has left this first set of operating mechanism the locking-bar of the second set will be allowed to drop into position, so that the car-wheels before they leave the second set of operating mechanism will be enabled to operate through said mechanism to open the gate, and thus free the highway-crossing. It will thus be seen that this mechanism is in every sense automatic, as it requires no attention whatever from the engineer or motorman.

The operating-levers E and E', as herein shown, are constructed of plates bent into shape. They are limited in motion by =rods I,which connect the plates forming the frame I. The range of motion of the levers E and E may be regulated by means of the setscrews m in the arm M. By forcing this setscrew fartherdown the position of the bars L, which engage the car-wheels, is regulated and the scope of their motion is increased.

Having thus fully described our invention, we claim as new and desire to secure vby Letters Patentl. A railway-gate, comprising a beam or support extending across the highway, bars pivoted thereon and extending in the same direction, a series of rodssuspended from and adapted to slide on said bars, a flexible connection between said rods and connected to one end of the bars to limit their separation, an arm pivoted on the beam, links connecting the arm with both pivoted bars, a movable bar adapted to be engaged by the carwheels, and connections therefrom to the arm which controls the pivoted bars, substantially as described.

2. A railway-gate, comprising a beam or support extending across the highway, two bars pivoted thereon and extending in the same direction, a series of rods suspended from and adapted to slide on said bars, a iiexible connection between said rods, limiting their separation, and connected to one end of the bars, a shaft journaled on the beam and having a flattened and twisted section, an arm on said shaft, links connecting the arm with the pivoted bars, a pivoted lever embracing the twisted section of the shaft, and a train-operated mechanism for swinging the pivoted lever, substantially as described.

3; A railway-gate, comprising a beam or support extending across the highway, two bars pivoted thereon and extending in the same direction, a series of rods suspended from and adapted to slide on said bars, a flexible connection between said rods, limiting their separation, and connected to one end of the bars, a shaft on the beam and having a iiattened and twisted section, an arm on said shaft, links connecting the arm with the pivoted bars, a pivoted lever embracing the twisted section of the shaft, a movable bar adapted to be engaged by the car-wheels, and operative connection therefrom to the pivoted lever, substantially as described.

A. A railway-gate, comprising a beam or support extending across the highway, two bars pivoted thereon and extending in the same direction, a series of rods suspended from and adapted to slide on said bars, a flexible connection between said rods, limiting their separation, and connected to one end of the bars, a shaft journaled on the beam and havinga iiattened and twisted section, an arm IOO IIC)

connections from each of said bars to the pivoted lever, to throw it in opposite directions, and means operated by the bar first engaged by the car-wheels, to disconnect the other until it is itself freed from engagement with the Wheels, substantially as described.

5. A railway-gate, comprisinga pivoted bar extending across and above the highway, and having a T-slot or downwardly-opening tubular passage formed in its lower side, a series of slides having heads loosely fitting said passage and freely sliding therein, a flexible connection between the slides, which limits their separation, and is connected at one end with the bar, rods suspended from the slides, two bars extending alongside the rail and adapted to be depressed by the car-wheels,connections from each of said bars to the pivoted lever, to throw it in opposite directions, and means operated by the bar first engaged by the car-Wheels, to disconnect the other until it is itself freed from engagement with the wheels, substantially as described.

G. A railway-gate-operating device, Com prising duplicate operating mechanisms, each consisting of a shaft journaled alongside the rail, having a bar supported therefrom and adapted to be engaged by the car-wheels, a shaft extending transverse the track, arms upon said shafts, connections therebetween, and a gate-operating arm upon the transverse shaft of each set, and means operated by the bar first engaged by the car-wheels, to disengage the gate-operating arm of the other set of operatingmechanisms, substantially as described.

7. A railway-gate-operating device, comprising duplicate operating mechanisms, each consisting of a shaft journaled alongside the rail, having a bar supported therefrom, and adapted to be engaged by the car-wheels, a shaft extending transversely of the track, arms upon said shafts, connections between said arms,a gate-operatin g arm loosely mounted on the lateral shaft, an arm fixed on said shaft, and a dog or locking-arm pivoted upon the loose operating-arm and adapted to engage the fixed arm, and connections from each loose operating-arm to the dog or locking-arm of the other set, whereby the set of operating mechanism which is rst engaged by the carwheels releases the operating-arm of the other set, substantially as described.

8. A railway-gate-operating device, comprisin g duplicate operating mechanisms, each consisting of a shaft journaled alongside the rail, and having a bar supported therefrom and adapted to be engaged by the car-wheels, a shaft extending transversely of the track, arms upon said shafts, connections between said arms,a gate-operating arm loosely mounted on the transverse shaft, an arm fixed on said shaft, and a dog or locking-arm extend ing laterally of the fixed arm, said lockingarm having a sidc notch adapted to engage the end of the fixed arm to lock the two arms together, and a linkv pivoted on each gateoperating arm and connected with the locking-arm of the opposite set of mechanisms, whereby the set of operating mechanisms which is first engaged by the car-wheels releases the gate-operatin g arm of the other set, substantially as described.

DOSITI-IE BERNARDIN. ZENOPHILE PATTENAUDE. lVitnesses C. Il. HAMILTON, J. D. MoRIoE.