US463485A - Railroad-gate - Google Patents

Description

2 Sheets-Sheet 1'.

(No Model.)

W. H. CLOSE. RAILROAD GATE. N0. 4 3,485 Patented Nov. 17, 1891.

ATTORNEYS 2 t 6 6 h S w 6 e h S 2 H A 0 L 0 m H .1 W R (No Model.)

Patented'Nov. 17,1891.

//v VEN 70/1 By W 9 ATTORNEYS ATENT Erich.

WILBUR ll. CLOSE, OF ATLANTA, GEORGIA.

RAI LROAD-GATE.

SPECIFICATION forming part of Letters Patent No. 463,485, dated November 17, 1891.

Application filed May 6, 1891. Serial No. 391,748. (No model.) 7

T0 aZZ whom it may concern.-

Be it known that I, WILBUR H. CLosE, of Atlanta, in the county of Fulton and State of Georgia, have invented a new and Improved Railroad-Gate, of which the following is a full, clear, and exact description.

This invention is an improvement in that class of railroad-gates which are adapted to be opened and closed by contact of a locomotive with pivoted arms connected with said gates by suitable mechanism.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a plan view of the improvement as applied and in an open position. Fig.2 is a sectional side elevation of the same on the line a; as of Fig. 1. Fig. 3 is a plan view of the improvement in a closed position. Fig. 4. is a sectional side elevation of part of the same on the line 3 y of Fig. 3, and Fig. 5 is a perspective view of one of the shifting-levers.

The crossing A of a railroad-track B has at either side of the track barriers 0, each fulcrumed on a pivot D, secured in a post E,

erected alongside the track, as is plainly illustrated in the drawings. The inner end of each barrier O is connected by a rope or chain F with a weight F, fitted to slide loosely in.

suitable guideways E, formed in the respective post E, the said weight serving to hold the barrier in its uppermost position, as is shown in Figs. 1 and 2, the inner ends of the respective barriers resting on projections E of the post, which prevent them from assuming a vertical position. "The weight F in each post E is adapted to be engaged and raised bya block G, fitted to slide in the guideways E below the weight F. The block G is pivotally connected by a link H with a crankarm I, held on the end of a shaft J, extending transversely under the track-rails and mounted to turn in suitable bearings secured to the rails, as seen in Figs. 2 and 4.

On the shaft J and between the two rails of the track are arranged the crank-arms J and J, extending at right'angles to eachother and both rigidly connected with the longitudinally-extending parts of an endless rope or chain K, arranged in a square and passing at one end over sets of pulleys L, located some distance to one side of the barrier O, the other end of the endless chain or rope passing over sets of pulleys L, arranged a suitable distance on the other side of the post E. The parts K and K of the endless rope or chain K, extending between the sets of pulleys L and L, are connected with levers N and N, pivoted on the ties of the track and pivotally connected with transversely-extending rods 0 and 0, respectively, which rods reach at their ends to the outside of the rails. The rod 0 is pivotally connected at its ends with the levers P and P, pivoted on the ties on the outside of the track-rails and each provided with an arm or projection P P adapted to be engaged by the cow-catcher or other projection on the locomotive. The le vers P and P are so arranged that when the arm P is close to the rail, as shown in Fig. 1, it willbe engaged by the cow-catcher or pro jection, and then the other arm P is in an outermost position and out of the reach of the said cow-catcher or projection. When the position of the rod 0 is reversed, as shown in Fig. 3,-then the-arm P is adapted to be engaged by the cow-catcher when the train passes in an opposite direction over the track and after leaving the crossing. Similar levers Q and Qare connected with the rod 0, the said levers carrying projections Q and Q adapted to be engaged by the cow-catcher or other projection of the locomotive.

The operation is as follows: lVhen the device is in the position shown in Figs. 1 and2, the barriers O are in their uppermost position and the crossing A is open. Now when a train approaches the crossing in the direction of the arrow a, the cow-catcherengages the arm P of the lever Pand causes aswinging of the said lever, so that the shifting of the rod 0 takes place. This movement of the rod 0 causes a swinging of the lever N, whereby motion is imparted to the endless rope or chain K, which by its connection with the crank-arms J and J turns the shaft J in the direction of the arrow 12'. (See Fig. 2.) This movement of the shaft J causes the crank-arm I to push the links H upward, so that the blocks G slide upward in their guideways E, thus raising the weights F and thereby releasing the draft on the inner ends of the barriers O. The latter by their own weight swing downward, thus closing the crossing. The shifting of the rod 0 and consequent movement of the rope K causes a shifting of the rod 0, so that the arm Q swings outward and the arm Q is moved close to the outside of its rail. Now when the train has left the crossing one side of the cow-catcher of the locomotive engages the arm Q thus causing the lever Q to swing, so that the rod 0 is shifted to its former position, as shown in Fig. 1. This movement of the rod 0' causes a swinging of the lever N, whereby the rope or chain K is moved in an opposite direction, and the shaft J is turned back to its former position. (Illustrated in Fig. 1.) The turning of the shaft J in the inverse direction of the arrow 1) causes the blocks G tobe moved downward, so that the weights F are free to slide downward and, by their connection with the inner ends of the barriers C, return the latter to their inclined position, (shown in Figs. 1 and 2,) thus opening the crossing. In case a train approaches the crossing A in the opposite direction of the arrow to, then the arm Q of the lever Q is acted upon and the above-described operation is repeated that is, the rope or chain K is moved to turn the shaft J in the direction of the arrow (2' to close the barrier C, and when the train has left the crossing the cowcatcher strikes the arm P of the lever P to again open the barrier, as above described. Thus, no matter which way the train arrives, the barriers are automatically opened and closed.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a railroad-gate, the combination, with swinging barriers, each provided near its pivoted end with a weight for holding the barrier in its uppermost position, of a block adapted to engage and support the said weight, a link pivotally connected with the said block, a transverse shaft carrying crank-arms c011- nected with the said links, and an endless rope or chain connected with crank-arms on the said shaft to operate the latter, substantially as shown and described.

2. In a railroad-gate, the combination, with swinging barriers, each provided near its pivoted end with a weight for holding the barrier in its uppermost position, of blocks adapted to engage and support the said weight,

,iinks pivotally connected with the said blocks,

a transverse shaft carrying crank-arms connected with the said links, an endless rope or chain connected with crank-arms on the said shaft to operate the latter, and levers, each provided with an arm adapted to be engaged by the cow-catcher or a projection on the 10- comotive, the said levers controlling the movement of the said rope or chain, substantially as shown and described.

3. In a railroad-gate, the combination, with swinging barriers, each provided near its pivoted end with a weight for holding the barrier in its uppermost position, of blocks adapted to engage and support the said weights, links pivotally connected with the said blocks, a transverse shaft carrying crank-arms connected with the said links, an endless rope or chain connected with crank-arms on the said shaft to operate the latter, sets of levers arranged on each side of the crossing near the railroad-track, each lever being provided with an arm adapted to be engaged by the cowcatcher or a projection on the locomotive, a rod for connecting the two levers of a set with each other, and a second lever connecting each rod with the said rope or chain, substantially as shown and described.

4. In a railroad-gate, the combination, with swinging barriers, each provided near its pivoted end with a weight for holding the barrier in an uppermost position, of blocks adapted to engage and support the said weights, links pivotally connected with the said blocks, a transverse shaft carrying crank-arms connected with the said links, an endless rope or chain connected with crank-arms on the said shaft to operate the latter, sets of levers arranged on each side of the crossing near the railroad-track, each lever being provided with an arm adapted to be engaged by the cocatcher or a projection on the locomotive, a rod for connecting the two levers of a set with each other, a second lever connecting each rod with the said rope or chain, and sets of pulleys over which the said rope or chain passes, substantially as shown and described.

WVILBUR II. CLOSE.

\Vitnesses:

C. W. WURKING, Jr., W. G, LEAs.

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