US738297A

US738297A - Automatic derailer for drawbridges.

Info

Publication number: US738297A
Application number: US7343001A
Authority: US
Inventors: John Philo Cowing
Original assignee: Individual
Current assignee: Individual
Priority date: 1901-08-27
Filing date: 1901-08-27
Publication date: 1903-09-08
Anticipated expiration: 1920-09-08

Description

0No. 738,297. PATENTED SEPT. 8, 1903.

J. P. OOWING.

AUTOMATIC DERAILER FOR DRAWBRIDGES. APPLICATION Hymn AUG. 27, 1901.

No. 738,297. PATBNTED SEPT. 8. 1903.

4 J. P. GOWING.

AUTOMATIC DERAILER FOR DRAWBRIDGES.

APPLIOATION FILED AUIG... ZZ.. 1901A No. 738,297. PATENTED SEPT. 8, 1903. v J. P. GOWING.

' AUTOMATIC DERAILER FOR DRAWBRIDGBS.

APPLICATION FILED AUG. 27, 1901.

lo MODEL. s SHEETS-SHEET a` CJ'CICICIDDCIEIDCI UNITED STATES 'Patented september s, 190s.

PATENT OEEICE.

JOHN PHILO COVING, OF CLEVELAND, OHIO.

SPECIFICATION forming part of Letters Patent No. 738,297, dated September 8, 1903. Application ined August 27, 1961. saturo. 73,430. ca mode.)

To all whom, if may concern:

Be itknown that I, JOHN PHILO COWING, of Cleveland, in the county of Cuyahoga .and State of Ohio, have invented a new and useful Improvement in Automatic Derailers for Drawbridges, of which the following is a full, clear, and eXact description.

rlhe object of the invention is to provide a new and improved gate with derailer and signal device more especially designed for use on draw or swing bridges on lines of railroads and arranged so that immediately previous to opening the draw or swing the gates are automatically closed, the derailer is set to run the traffic off to one side of the track, and a signal set to show that the bridge is open, and immediately after closing the draw or swing the gates are automatically opened, the derailer set for clear traffic, and the signal shown that the bridge is ready for traffic.

The invention consists of novel features and parts and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of my invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicateA corresponding parts in all the views.

Figure l shows a general arrangement of the gates, derailer, and signal device in plan. Fig. 2 shows an elevation of the gates when closed. Fig. 3 shows the gates open and the end of the draw with operating mechanism for the gates. Fig. 4 shows a topview of the operating mechanism for the gates. Fig. 5 shows an elevation of the operating mechanism for the derailer. Fig. 6 shows a top view of the operating mechanism for the derailer. Fig. 7 shows the lower end of the signal-pole with operating mechanism. Fig. 8 shows a top view of the lower end of the signal-pole with operating device. Fig. 0 shows a transverse sectional view of the derailer. Fig. l0 shows a top View of the derailer. Fig. l1

shows a longitudinal section of the derailer. Fig. 12 shows a top view of the signal-pole with semaphore-signal.

The gates illustrated in Figs. l and 2 and marked A and A` are arranged so that the roadway-section A extends over the whole or half of the roadway B to close the saine and a sidewalk-section A' arranged to extend over the sidewalk C, a weight A2 being provided for counterbalancing the longer roadway-section A. The gate A is provided with the shaft D, whichis pivotallymounted in bearingsEandF. The said shaft D is provided at its lower end with a lever L3, Figs. 2, 3, and 4, which connects to the rod L', which when moved causes the shaft to revolve about its vertical axis, thereby causing the gate to move into an open or closed position; rlhe sidewalk-gate A is provided with a shaft D', Fig. 2, which is pivotally mounted on bearings E' and F2. The shaft D' is provided with a gear Gat its upper end, which is in mesh with a similar gear G at the upper end of the shaft D, so that when the shaft D is revolved a rotary motion is also transmitted through the gears G to the shaft D', which is rigidly fastened to the gate A', and thereby causes the gates A and A' to open simultaneously toward the center of the draw or in the direction in which the traffic is going on the draw after swinging into a closed position. It is plainly evident that the gates A and A' may be mounted on the shaft D and that one gate may swing toward the center of the draw and the other away from the center of the draw, but l have shownthem in this case as both swinging toward the center of the draw or swing bridge.

The rod R', Figs. 3 and 4, is extended beyond the lever L3 to receive the rod R2, which is connected to the lever L4, Figs. 5 and 6, thelever L4 being rigidly fastened to the shaft D3. This shaft Dghas rigidly fastened at its upper end the lever L5, which is connected to the rod R". The said rod R'l is extended to connect to a lever, Fig. l2, which is part of the switchpoint,and when the rod R' is moved the rod R2, shaft D3, levers LA1 and L5, and rod R, all of which cause the switclrpoint to open or close according to as the rods are moved. The switch-point is pivotally mounted on a shaft in a casing forming part of the track for the tread of the wheel to run on, and the Switchpoint is arranged to deflect the wheels on the main track or off to one side. vThe said switch-pointis provided with lugs to prevent anything from falling into the switchcasing. The casing is also provided with a drainage-hole to take away the water that may run down the track. The casing has a IOO . when the bridge is open or closed.

hole in one side to receive the rod R4, which is operated in a conduit, the said. conduit connecting to a hole in the side of said casing, which will permit the rod to have an obstructed movement between the lever on the switch-point and the lever L5 at the top of the shaft D3, Figs. 5 and 6. The rod R2 is eX- tended beyond the lever L4 to receive the rod R3, Fig. 7, which is extended to connect to the lever L6, which lever is rigidly fastened to the shaft.D4, Fig. 8, which is pivotally mounted to turn in the bearing B' and has vthe lever L7 rigidly fastened to the end, the

lever L7 being. arranged to extend inside of the pole, which is erected a' suitable distance from the gates and has one fixed arm and one movable arm which act as signals to show The pole is arranged to have the rod R5 pass through the center of the pole and to connect to the movable arm RD,'Fig. l2. The rod may be arranged to pass to the movable arm on the outside of the pole, but for appearance have shown it inside of the said pole. The said lever L7 connects to the rod R5, Fig. 7. The said rod connects to the movable arm RD at the top of the signal-pole P, Fig. 12. NV hen the said rod R3 moves, the levers LG and L?, and the rod R5, and movable arm RD of the signalpole moves up or down and thereby causes a signal to be given by displaying color of light to indicate the position of the bridge at night. The fixed arm wt at the top of the signal-pole is provided with a light which shows the signal at night, and during the day the position of the movable arm shows lthe position of the bridge. The end of the said draw or swing span (shown in Fig. 3) is provided with a movable base H, which is moved up and down by the drawbridge mechanism and engages the lever L2, which is rigidly fastened tothe shaft I, said shaft I being pivotally mounted to turn in bearings J and having the lever L rigidly fastened. When the lever L2 moves, the lever L also moves, and by this movement the gates, derailer, and signal are operated simultaneously.

When the bridge is closed and the movable base H is down, the gates are forced open, the derailer is for clear track, and the signal displayed shows that the bridge is ready for traffic. Just previous to swinging the movable base H is raised, and the eounterweight at the end of the lever L2 causes the gate to be closed and the derailerY set to derail all traffic, and a signal is displayed at a suitable distance from the bridge to show the position of the bridge, so as to give the trains a chance to stop before reaching the open draw. The rods, levers, and shafts are operated in conduits which are prepared'to receive them. There are various other things which may be substituted for the levers and rods, such as chains, wire rope, chain-sheaves, dre. In place of levers pulleys or chain-sheaves may be used,` but in this case I have shown rods. I do not wish to confine myself to rods, however, as it is plainly evident that various other forms of transmitting 4power may be employed. The principal feature of my invention lies in having a signal displayed a suitable distance from the bridge and to have the derailer set to derail traffic and the gates placed across the roadway, all immediately before the bridge is swung, by using some of the mechanism on the bridge-such as rail-locks, latches, and jacks, &c., which cause the gates to be closed, the derailer set, and vthe signal displayed, all automatically, before the bridge is swung, and to have the derailer set for clear track, the gates opened, and a signal displayed to show that the bridge is closed, all automatically just after the bridge is closed.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. In a derailing-switch, a casing, a switchpoint mounted therein, a rod connected to the switch-point, an arm to which the rod is connected, a shaft on which the arm is carried, an arm on the shaft, a shaft having arms, a connection pivoted to the arms of the shafts, a lifting drawbridge having a movable base provided with a lug, a weighted 9 lever controlled by the base, and suitable connections whereby the movement of the weighted lever operates the track-switch, as and for the purpose described.

2. In a derailing-switch, a switch-point, shafts and connections for throwing the switch-point, a lifting drawbridge having a vertically-movable base, weighted levers controlled by the base and switch connections whereby the movement of theaveighted lever is communicated to the switch-point.

JOHN PHIL() COWING.

Witnesses:

M. F. SIEGENTHALER, JAY R. AMMON.