US621699A - Railway-gate - Google Patents

Description

No. 62l,6'99. PatentedvM'ar. 2|,"l899. H. J. UBRIE-N & A. E. MCKAY.

RAILWAY GATE.

(Application led Nov. 30, 1897.)

TN: nofws PETERS co. mman-rm, wAsHzNsToN, q. c.

No. 621,699. Patented Mar. 2|, |999. H. J. oBmEN & A. E. McKAY.

nAl'LwAY GTE. (Application med Nov. 30, 1897.)

ma Model.)

2 Sheets-Sheet 2.

TH; Mcmms PETERS cp. PNOTQLXTHQ. WASHINGTON. n. c.

UNirED STATES PATENT Orrrcn.'

HENRY J. OBRIEN AND ALFRED E. MCKAY, OF WEST SUPERIOR, WISCON- SIN; SAID MCKAY ASSIGNOR TO WILLIAM P. BARRETT, OF SUPERIOR, i

WISCONSIN.

RAILWAY-GATE.

SPECIFICATION forming part 0f Letters Patent N o. 621,699, dated March 21, 1899.

Application iiled November 30, 1897. Serial No. 660,263. (No model.)

To all whom t may concern,.-

Beit known that we,HENRY J. OBRIEN and ALFRED E. MOKAY, citizens of the United States, residing at West Superior, in the county of Douglas and State of W'isconsin, have invented a new and useful Railway- Gate, of which the following is a specification. The invention relates to improvements in railway-gates.

The object of the present invention is to improve the construction of railway-gates and provide automatic ones adapted to extend normally acrossv a track longitudinally of a roadway and capable of being operated by an approaching train to swing them at right angles to their former position, so that they will extend across the roadway and lie parallel with the rails.

The invention consists in the construction and novel combination and 'arrangement of parts', as hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended.

In the drawings, Figure 1 is a plan View of automatic railway-gates constructed in accordance with this invention and shown in their normal position. Fig. 2 is aside elevation, partly in section, the gates being closed across the roadway. Fig. 3 isa transverse sectional view. Fig. 4 is a horizontal sectional view illustrating the construction Aand arrangement ofthe mechanism'for connecting the gates at one side of the track with the operating-bars. Fig. 5 is a detail sectional view illustrating the manner of hinging the gates. Fig. 6 is adetail sectional View illustrating the manner of mounting the supporting-rollers of the operating-bars.

Like numerals of reference designate corresponding parts in all the iigures of the drawings.

1 1 designate railwaygates arranged in pairs at opposite sides of a roadway and extending normally across the track, as illustrated in Figs. l and 3 of the accompanying drawings, and adapted to be operated by an approaching tra-in and to be swung at right angles to their normal position in order to extend across the roadway, as shown in Fig. 2; but the device is adapted to be employed as a guard in connection with street-railway cars. The gates, which may beof any suitable construction, are provided with tubular end bars 2, forming bearings for the gates, and arranged on vertical posts 3, which rise from the ends of transverse supporting-bars 4. The posts 3 form pintles for the gates to swingen, and the transverse bars 4, to which they are suitably secured, extend-beneath the rails 5 and are suitably secured thereto, projecting from opposite sides thereof.

The gates preferably consist of upper and lower horizontal arms or bars 6, providedat their inner ends with openings to receive the tubular end bars and suitably connected by vertical bars and inclined braces 7 and 8. Each gate is provided at the bottom with an arm 9, extending from the lower portion of the tubular end bar 2 and connected by a short rod l0 with a longitudinal operatingbar 11, extending from the gate and located slightly above the adjacent rail in position to be engaged by the wheels of the train,whereby it is moved outward. The outward movement of the operating-bar swings the gate a quarter-revolution, carrying the same from its position across the track to its closed position across the roadway. The depending portion of the tubularbar2 is supported upon a disk or Washer and is of sufficient length to elevate the lower horizontal bar of the gate above the operating-bar 1l, so that the gate will swing clear of the operating mechanism.

The operating-bar, which is pivoted at its outer end at 12 upon a suitable bracket or support 13, is designed to be about sixty feet in length and is arranged at a slight angle to the adjacent rail, so that it will be gradually forced outward by the wheels of the train, and it is supported at intervals by rollers 14, mounted in suitable brackets or supports and arranged to run lon short track-blocks 16. The brackets 15 are secured to the lower face of the operating-bar 11 and depend therefrom, and the inner end of the operating-bar extends outward from the rails, so as to present an inclined or beveled edge to the wheels in order to prevent the operating-bar from being injured should its inner end be struck by a train.

The gates at the same side ofthe track operate in unison, so that both will be operated IOO by a train approaching in either direction, and they are provided with arms 17 and 18, which are connected by a longitudinal bar 19. The bars 17 and 18, which are arranged at an angle to the arms 9, are disposed substantially at opposite sides of the pintles of the gate, the arm 17 extending toward the track and the arm 18 extending away from the same. The longitudinal connecting bar 19 is arranged in a suitable boxing, and when either of the operating-bars of a rail is swung outward both gates will be simultaneously swung across the roadway.

Each operating-bar is engaged by a spring 20, which bears against its outer edge and is adapted to return it and the gates to their normal position across the track after a train has passed.

The invention has the following advantages: The gates are positive, reliable, and` lthe same side ot' the track are connected and operate simultaneously, and the inner ends of the operating-bars present beveled or angularly-disposed faces to the wheels to prevent the said operating-bars from being injured should they be struck in event of the connection between the gates being broken. 'lhe operating-bars are supported at intervals by rollers, which enable them to move freely without friction.

Changes in the form, proportion, and minor details of construction may be resorted to without departing from the spirit or sacrifie ing any of the advantages of this invention.

What we claim is- 1. In a device of the class described, the combination of horizontally-swinging gates designed to be mounted at one side of a track, operating-bars disposed longitudinally of the track and arranged to move horizontally, arms 9 extending from the gates, the front bars 10 connecting the arms 9 with the operating-bars, the arms 17 and 18 connected with the gates and arranged at an angle to the arms 9, the arm 17 extending toward the track and the arm 18 away from the same, and the longitudinal rod 19 connecting the arms 17 and 18, substantially as described.

2. In a device of the class described, the combination of a horizontally-swinging gate, a horizontally-movable operating-bar pivoted at one end and designed to extend longitudinally of a rail, connections between the gate and the operating-bar, the short trackblocks 16 arranged at intervals substantially at right angles to the rail and designed to be mounted upon the ends of cross-ties and disposed longitudinally thereof, and the supporting-rollers 14 mounted on the operatingbar, depending therefrom and disposed transversely thereof, said rollers being supported upon the track-blocks and arranged to move longitudinally thereof, substantially as described.

3. In a device of the class described, the combination of a pair of horizontally-swinging gates designed to be arranged at one side of a track, longitudinal operating-bars pivoted at their outer ends and disposed at an angle to the track, said operating-bars having their inner ends presenting beveled or angularly-disposed edges to the Wheels of a train, and connections between the operating-bars and the gates and also between the gates, substantially as described.

In testimony that we claim the foregoing as our own we have hereto affixed our signatures in the presence of two Witnesses.

HENRY J. OBRIEN. ALFRED E. MCKAY. lVitnesses S. G. McGiLvRo, NELLIE OR'roN.

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