US637050A - Bridge. - Google Patents

Description

4 Sheets-Sheet l.

Patented Nov. I4, |899.

M. WAUDELL.

BRIDGE.

(Application led Msy 29, 1899.)

(No Model.)

INVENTOR THE nomas Perzns co., Pnoauruu., wAsNlNn'mN. D. c.

Wl-NESSES 4.43.

Patented Nov. I4, |899. M. WADDELL.

BRIDGE.

(Application led May 29, 1899.) (No Model.)

4 Sheets-Sheet -2.

WITNESSES: 5 JM X. Q1 w. S RWM?,

Patented Nov. I4, |899.

M. WADDELL..

B R l DG E.

(Appumien mea my 29, 1399.)

4 Sheets-Sheet 3.

(No Model.)

ludlllll Illllllll WITN ESSES i t Patented Nov. I4, |899.

M. WADDELL.

B R l D G E (Application :ma my 29, 1399.)

(No Model.)

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'ma Nonms PETER: ou. mofurno., wAsNmGToN. D. c.

' r UNITED STATES PATENT OFFICE.

MONTGOMERY WADDELL, OF NEW YORK, N. Y.

BRIDGE.

SPECIFICATION formingpart of Leatters Patent No. 637,050, dated November 14, 1899. Application filed May 29, 1899. Serial No. 718,695. mo model.)

To a/ZZ whom t may con/cern,.-

Beit known that I, MONTGOMERY WAD- DELL, a subject of the Queen of Great Britain, residing at the city of New York, in the borough of Manhattan and State of New York, have invented'certain new and useful Improvements in Bridges,of which the following is a full, clear, and exact description.

This invention relates to vertically-turning bridges. In such bridges it is customary to apply a counterweight to balance the weight of the bridge in order to economize in the power necessary to move the bridge. This counterweight is usually a mass of heavy material located upon an extension of the bridge back of its axis of rotation, which axis is usually coincident with the center of gravity of the entire structure, or the counterweight is supported by a cord riggedover sheaves upon a tower and attached to the bridge at or near its outer extremity. When disposed according to the former plan,` the extension to the rear of the axis is made as long'as possible to aftord leverage for the action of a small counterweight, and the axis being the center of gravity is usually some distance above the lower chord or limits of the bridge. It is also good practice to locate the axis of rotation as near the edge of the water as possible, so that the length of the span will be no more than is necessary to cross the waterway; but among the difficulties encountered in the designing of a bridge possessing these requirements may be mentioned, first, that a bridge whose axis is fixed at a point high above its lower chord and near to the waters edge will necessarily overhang the waterway when it is open and so restrict the passage; second, if this defect is cured by carrying the axis backward it is at the expense of land and pier area and makes the bridge-span longer, and, third, if the bridge is moved bodily backward while it is opening or after it has opened itwill require more land area and a larger pier. Hence the object of my invention is to provide a vertically-turning bridge affording ample leverage for its counterweight and in which the axis of the structure is located normally near to the edge of the water and in which the landspace or pier upon which the bridge rests and operates is relatively small.

To this end my invention consists, in general,in mounting the pivotal end of the bridge upon two ixed supports, which respectively traverse two tracks upon the bridge when the latter is moved, such tracks being constructed eccentrically to the axis of rotation, so that the axis will be moved from one position to another during the swinging movement of the bridge.

The invention also consists of certain other constructions and details, which will be referred to more speciiically hereinafter and pointed out in the claims.

Various forms and details of my improved bridge are illustrated in the accompanying drawings, in which nearly all the figures are more or less conventionally shown, but with sulicient clearness to illustrate the principle of the invention.

Figures 1, 2, 3, 4, 5, and 6 are views in side elevation of various forms of bridges all involving the invention. Fig. 7 'lis a side elevation, and Fig. 8 is a section, of the driving and supporting roller and the track with which it engages.

The moving span of the bridge is indicated by d, the counterweight by a', and the pier by b b'. The axis of rotation, which is usually coincident with the center of gravity of the bridge and counterweight combined, is indicated at g. While this point g is the axis ot' the bridge, there is no hinge and the bridge is not supported there, so that this point is free to move. The bridge is supported at two points, at which points are located rollers c c', fixed to a suitable pier or piers. The bridge is provided with two trackse e and f, respectively, which engage with or rest upon the respective rollerso c'. These tracks are the bearing-surfaces of the bridgeand their shape with respect to each other and to the axis of rotation determines the exact path of traverse of the bridge. From an inspection of the several figures of the drawings it will be observed that these tracks in whole or in part are both eccentric to the axis of rotation and that when the bridge is closed one of the rollers is at that end ofits track having the shortest radius, while the other roller is at that end of its track having the longest radius. As the bridge approaches the IOO open position this condition reverses until when the bridge is fully open the roller which was at the shortest radius 'of its track is at the longest radius, while the other roller has reached,the point of the shortest radius of its track. It is obvious, now, that with this compensating eccentricity of relative difference in curvature of the tracks the axis of rotation g must change its position in space whenever the bridge rotates, and this is the fact, the point g in the several figures indicating the position to which point g moves while the bridge is opening. Itis the intention to make one or both of the rollers c c driving-rollers and apply the power for moving the bridge through them by combining with the eccentric tracks a rack and with the roller a gear wheel, to which power is applied, the Odetails of which will be described hereinafter. Itis obvious that if the tracks c and f were combined into a single track concentric with the axis of rotation the axis would remain fixed in position when the bridge lifted until when fully opened that portion of the structure between the axis and the track would overhang the waterway and so restrict the passage; but, by means of the eccentric tracks, the up ward movement of the bridge, combined with the increasing radius of track c and the decreasing radins of track f, the axis g will be caused to move backward, until when the movement is completed the bridge structure is still located vertically above the pier with no portion of it overhanging the waterway, these combined motions of rotation and translation not being accompanied by the occupation of more pier or land space. If the point g were permanently located at some lower and more rearward position for the sake of preventing the restriction of the waterway in the open position, substantially the same size of pier or land area would be used, but the long leverage for the counterweight would be lost, and to properly balance the bridge it would be necessary to use a much larger mass, and thus increase the cost and weight of the bridge. If the point g were retained at the same height, but permanently located at a more rearward position to avoid restricting the waterway, a larger pier or land area would be necessary. Hence to retain the small pier and the long lever for the action of the counterweight without restricting the waterway it is necessary to both rotate and translate the bridge. Another advantage arising from this construction is the fact that the length of the bridge-span need be no greater than is necessary to cross the waterway, the axis of rotation being located almost vertically above the edge of the water when the bridge is closed.

In the closed position of the bridge the larger part of its weight is necessarily supported upon the roller c, this being nearer the waters edge and more directly below the center of gravity of the bridge. As the bridge lifts the weight is gradually shifted until when in its open position the weight is more nearly divided between the two rollers, or the larger part of it may even be sustained by the rearward roller c.

By properly shaping the two tracks c and fthe path of the movement of both ends of the bridge may be controlled. Thus in Fig. 2 the track c is nearer a straight line, one end of which is nearer the point g than the other, while the track f is a part of acircle. When this bridge opens, the outer extremity of the span will first rise vertically. This construction may be taken advantage of when it is necessary for the outer end of the bridge to clear some point on the distant pier on which it rests.

In the form shown in Fig. 3 the first portions of tracks c and f are concentric with the axis of rotation, although of different radii. This provides for rotation without translation until the concentric portions of the track have passed. Thereafter the eccentric portions of the tracks cause both rotation and translation. This permits the counterweight to clear the abutting roadway.

In Figs. 4 and 5 the number of tracks and rollers is increased, the number of rollers and tracks in use at any one time, however, being only two, except for the very short intervals when the tracks shift from one set of wheels to the next. Fig. 4 shows the tracks concaved, while Fig. 5 illustratesthe possibility of making the tracks perfectly straight.

Fig. 6 shows each track in the shape of a compound curve, both portions of which are eccentric to the axis of rotation, the object being to permit the center of gravity to fall slightly at the beginning of the movement of the bridge, thereby effecting a quick start, and to rise at the end of the movement of the bridge to thereby elfect a quick stop. The course of t-he center of gravity or axis of rotation is indicated by the dotted lines.

Since the entire weight of the bridge will rest upon the rollers c c and its motion will be derived from them, I have provided a special construction adapting the rollers for this Work. This is illustrated in Figs. 7 and 8. A heavy casting s is provided with a cylindrical surface s', bounded by two flanges S2, between which are located a series of rollers fr, maintained at equal distances apart by rings r', in which the axles of the rollers are hung. Surrounding the circle of rollers is a ring t, free to turn thereon, one edge of the ring being provided with gear-teeth t', which engage with a driving-pinion u on a shaft o, to which a motor is connect-ed. The tracks c and f, one or both, depending upon whether the motive power is applied to one or both rollers, will, according to the construction shown, be secured to the side of the framework of the bridge and will rest directly upon the smooth periphery of the ring t. A rack e will be attached to the track for engagement with the gear-teeth on the ring. Thus IIO when the ring is rotated by the motor the bridge will be turned.

While I have shown the track as attached to the side of the bridge structure, it is obvious that it may be placed on the periphery of the structure with but slight modification of the details illustrated. The rollers furnish an antitriction-bearing, while the heavy casting or fixed axle sustains the weight. It is also obvious that the rack, which is shown attached to the track, may be located elsewhere upon the bridge so long as it is parallel to the track or will not be thrown out of mesh with the driving gear-wheel. Rollers are used to avoid friction; but short fixed surfaces might be substituted, over which the tracks would slide when the bridge is moved. Likewise other methods of moving the bridge may be adopted-such, for instance, as a pulling-and-pushing rod attached at or near the point g and leading backward for connection with a motor. I have described and illustrated rollers or points of support applied to one of the side trusses only of the bridge;

butit will be understood that these will be duplicated vfor the truss on the other side and may also be placed under the middle of the bridge or at any locations where the shape, dimensions, or style ot' the bridge requires them.

Some of the figures show the bridge structure extending beyond the eccentric tracks. This may be found desirable to accommodate the counterweig'ht or for various other reasons.

Having described my invention, I claiml. Averticallyeturnin g bridge having a plurality of tracks of relatively different curvatures Aand respective fixed points of support upon which said tracks simultaneously rest and move, substantially as described.

2. A verticallyfturningbridge having a plurality of tracks of relatively different curvatures, a plurality of fixed rollers corresponding respectively to the tracks and upon which the tracks rest and move, substantially as described.

3. Avertically-turningbridgehavingaplurality of tracks and respective fixed points upon which said tracks simultaneously rest and move. y

4. Avertically-turningbridge,supported at two fixed points normally at different distances from the axis of rotation, and means whereby in turning the bridge the axis is shifted to increase its distance from one supporting-point and decrease its distance from the other, substantial] y as described.

5. Avertically-turningbridge,supported at a plurality of points and means whereby the weight of the bridge is successively shifted from one point to the other during the movement of the bridge. Y

6. A vertically turning bridge provided with a track eccentric to its axis of rotation, a -xed roller engaging with said track and upon which the bridge rests, and means whereby the rotation of the roller will cause the bridge to turn, substantially as described.

7. A verticallyturning bridge provided with a track eccentric to its axis of rotation, a fixed roller upon which the track rests, a rack parallel to and carried by the bridge and a driving gear-wheel engaging said rack, subst-antially as described.

8. A verticallyturning bridge provided with a track eccentric to its axis of rotation, a rack parallel to the track and attached to the bridge and a gear-wheel engaging the rack for turning the bridge.

9. A vertically turning bridge provided with a track eccentric to its axis of rotation,

a rack parallel to the track and attached to.

the bridge, and a fixed gear-wheel engaging the rack for turning the bridge.

10. Avertically-turningbridgerestingupon the peripheries of rollers which support and turn it, as set forth.

l1. A vertically-turning bridge provided with a track eccentric to its axis of rotation, a fixed roller over which the track runs, the track and roller having intermeshin g gearing whereby the bridge is turned by the rotation of the roller, substantially as described.

l2. The combination of a pier, two fixed rollers mounted thereon, means for 4rotating said rollers, a vertically-turning bridge rest--4 ing upon said rollers, tracks attached to the bridge against which the rollers respectively impinge,lsaid tracks being eccentric to the axis of rotation of the bridge, for the pu rpose set forth.

13. A vertically-turning bridge having a curved tracklconstituting the bearing-surface upon which it turns, said track resting upon the periphery of a fixed roller or rollers which support the weight of the bridge and through which the power to turn the bridge, is transmitted.

la. A vertically-turning bridge provided with a plurality of tracks, a plurality of xed points upon which said tracks respectively and simultaneously rest and move,said tracks being so shaped that the center of gravity of the bridge will be lowered and then raised to thereby aid the starting and then the stopping of the bridge.

l5. A vertically-turning bridge having a curved track constituting its bearing-surface upon which it turns, said track resting upon a roller or rollers upon which the bridge bears, said roller or rollers having a non-rotating axle, a series of antifriction-rollerssurroundi ing the axle, and a loose rim surrounding said rollers and upon which the bridge bears, substantially as described.

In witness whereof I subscribe my signa; ture in presence of two witnesses.

MONTGOMERY WADDELL.

Witnesses:

FRANK S. OBER, GEO. S. KENNEDY.

IOO

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