US784691A - Safety-gate for railway-crossings. - Google Patents

Description

No. 784,691. PATENTED MAR. 14, 1905. A. G. LAYMAN & P. A. BENTSBN. SAFETY GATE FOR RAILWAY GROSSINGS.

APPLICATION FILED AUG. 8, 1904.

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UNITED STATES Patented March 14, 1905.

PATENT OFFICE.

ALFRED O. LAYMAN AND PETER A. BENTSEN, OF WILMINGTON, DELAWARE.

SAFETY-GATE FOR RAI LWAY-CROSSINGS.

SPECIFICATION forming part of Letters Patent No. 784,691, dated March 14, 1905.

Application filed August 8, 1904. $erial No. 219,959.

To all whom it may concern:

Be it known that we, ALFRED O. LAYMAN and PETER A. BENTSEN, citizens of the United States, residing at Wilmington, in the county of Newcastle and State of Delaware, have invented certain new and useful Improvements in Safety-Gates for Railway- ,rossings; and we do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it ap pertains to make and use the same.

This invention relates to improvements in safety-gates for railway-crossings and drawbridges and the like.

The object of the invention is to provide a gate of this character which will be simple in construction, easily operated, strong and durable, and which does not require stops to limit the movement of the gate-bars, thereby preventing the same from being broken by forcible engagement with such stops, as is frequently the case with the ordinary or usual construction.

With this and other objects in view the invention consists of certain novel features of construction, combination, and arrangement of parts, as will be hereinafter more fully described, and particularly pointed out in the appended claim.

In the accompanying drawings, Figure 1 is a side View of a crossing-gate constructed in accordance with the invention, parts being shown in section to illustrate the arrangement of the parts located below the ground and showing in full lines the gate-bars in their lowered position and in dotted lines the raised position of the same; and Fig. 2 is a top plan view of the same.

Referring more particularly to the drawings, 1 and 2 denote the supporting-standards of the gate, which are arranged on each side of the road adjacent to the railway-tracks. On said standards are arranged laterally-projecting shafts 3 and 1; to the outer ends of which are fixed the castings 5 and 6, to which are secured the gate-bars 7 and 8. The opposite ends of said castings 5 and Gare adapted to be weighted in the usual or any suitable manner. To the shafts 3 and 4 are fixed radially-projecting crank-arms 9 and 10, to the outer ends of which are pivotally connected the upper ends of connecting rods or links 11 and 12. The lower ends of said connecting-rods are pivotally connected to wrist-pins 13 and 14, which areeccentricahy mountedon the outer faces of sprocket-wheels 15 and 16.

The sprocket-wheels 15 and 16 are suitably mounted in bearing-brackets 17 and 18, which are arranged in a pit or well beneath the gate. Endless sprocket chains 19 connect said sprocket-wheels with sprocket-wheels 20, the shaft 21 of which is mounted in bearings 22, between the disks 15 and 16. The sprocketwheels 20 may be mounted upon the driveshaft 21, with which may be connected any suitable mechanism for operating the same, either by hand or by power.

Power may be conveyed to the driveshaft from a counter-shaft located in a tower or watch-box by means of sprocket-wheels and an endless sprocket-chain, or any other suitable means within the scope of a skilled artisan may be employed for operating the driveshaft from a suitable point.

In operation it will be seen that as the shaft 21 and sprocket-wheels 20 are driven in one direction or the other the chains will be operated, thereby driving the sprocket-wheels 15 and 16, thus actuating the connecting-rods 11 and 12, which will in turn impartmovement to the crank-arn1s9 and 10, thereby causing the same to oscillate or rock the shafts 3 and 4; to the distance of one-half a revolution, thus raising or lowering the gate-bars T and 8, as will be understood.

From the foregoing description, taken in connection with the accon'ipanying drawings, the construction and operation of the invention will be readily understood without rcquiring a more extended explanation.

Various changes in the form, proportion, and the minor details of construction may be resorted to Without departing from the principle or sacrificing any of the advantages of this invention.

Having thus described our invention, what We claim as new, and desire to secure by Letters Patent, is Wheels to one of the sprocket-Wheels of the In combination with pivotally mounted said drive-shaft, substantially as described.

connecting one of the first-named sprocketcounterbalanced gatebars, each having a In testimony whereof We have hereunto set 15 crank element. sprocketwheels, each having 1 our hands in presence of tWo subscribing Witan axle, bearings therefor, links connected l nesses.

to the crank element and eccentrically conl ALFRED C. LAYMAN. nected to said sprocket-Wheels, a drive-shaft PETER A. BENTSEN. mounted for rotation, disposed between the WVitnesses:

said sprocket-Wheels, sprocket-Wheels on the HENRY B. MoIN'rIRE, said shafts, and endless sprocket-chalns each i GEORGE L. TOWNSEND, Jr.

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