US284669A - Gate oe signal - Google Patents

Description

I (No Model.) 3 Sheets-Sheet 2.

T. A. B. PUTNAM.

. RAILWAY CROSSING GATE 0R SIGNAL. No. 284,669. Patented Sept 11, 1883.

JY e I INVENTOR:

- By his flttorneys,

WITNESSESt.

(No Model.) 3 Sheets -Sheet 3'.

T. A. B. PUTNAM. RAILWAY CROSSING GATE 0R SIGNAL. No. 284,669. Patented Sept. 11. 1883.

Fig. 1D-

WITN ESSES By ms .zlttorneys,

THEODORE A. B. PUTNAM, OF NEIV YORK, N. Y.

RAILWAY-CROSSING GATE OR SIGNAL.

SPECIFICATION forming part of Letters Patent No, 284,669, dated September 11, 1883.

(No model.)

To all whom, it may concern:

Be it known that I, THEODORE A. B. PUT- NAM, a resident of the city, county, and State of New York, have invented certain new and useful Improvements in Railway Crossing Gates or Signals and in Means for Automaticall y Operating them, of which the following is a specification.

Wherever a street or road crosses a railway track on a level it is desirable for the prevention of accidents that a gate be closed across the road or street shortly before each train reaches the crossing and opened immediately after the passage of the train, in order to warn approaching vehicles and pedestrians from attempting to cross the track until after the train has passed. For this .purpose hand-operated gates are commonly used on street-crossings in cities, and on country reads a flagman is usually stationed or else the crossing is en tirely unprotected. The object of my invention is to provide a gate which will close across the street or road automatically upon the approach of a train within a certain distance and open automatically when the train has passed; or, instead of a gate, awarning-signal may be used, which will travel into view, preferably I across the road or street, in advance of the approach or a train and return to its normal po sition when the train has passed.

My invention is shown in the accompanying drawings, wherein Figure 1 is a front elevation of my gate when open, the railway-track being in longitudinal section. zontal section of the gate cut on the line 2 2 in Fig. 1, and a plan of the track, which may be the track of a singlestrack road or one track of a double-track road. section of the track out in the plane of the line 3 3 in Fig. 2. Fig. dis atransverse section of a portion of the gate cut 011 the line 4 4in Fig.

1 and looking in the direction of arrow 4. Fig.

5 is an enlarged rear view of a portion of the gate and an edge view thereof. Fig. 6 is a front elevation of the electromagnetic releas= ing-detent. Fig. 7 is a plan of FF 6. Figs. 8 and 9 are fragmentary Views of the gate while closed in two different positions, and Figs. 10: and 11 are diagrams showing the track in plan;

and illustrating two means of operating the gate from distant'signaling points on the track.

Fig. 2 is ahori Fig. 3 is a transverse the vertical framing of the gate, shown as consisting of three upright posts, D D D, and a horizontal cross-bar over the top to brace them. Other braces may also be added, if necessary,

and the working parts may be covered by a hood; but for the sake of perspieuity I have shown all the parts in their simplest form.

E is a fence, being part of that extending along the railway-track, and which also extends between the middle and right-hand posts D. Between the middle and left-hand posts is the road-crossing.

To the middle post, near the top of the lat ter, is pivoted or fulcrumed a vibrating lever or walking-beam, F, which extends to the right and left beyond the outer posts. This beam forms or bears a track on which rolls a carriage, G, forming part of the gate. This carriage may be made in many different ways, that shown consisting of an upper bar, a, above the beam F, and a lower bar, b, below it, both parallel with it, and connecting-bars c 0 extending between them in front of the beam, vertically and diagonally, to form a rigid frame. Grooved wheels (1 d, journaled on pins on the bar a, roll on the top of the walking beam, and another like wheel, cl, rolls against its bottom edge, and prevents the carriage G from becoming vertically displaced. From the bar I) is suspended the gate proper, which I have shown as consisting of a series of strips,. 6 e, of flexible substance, as canvas, leather,

or sheet metal, painted in a conspicuous manner, and suspended at their upper ends by flexible links, as shown in Fig. 5. These strips are designed to present an impassable appearance, so that a driver finding the gate closed will not attempt to pass; but if the gate should be released while a person or team is passing, the strips will part or yield and inflict no damage.

These strips and the carriage t0-' gether constitute the gate, which I shall refer to as a whole by the letter H. Instead of fieXible strips, hinged bars might be used, so hung that they will yield to pressure from the track, but are rigid to pressure toward the track,

thereby resisting any attempt to get upon the track, but permitting a person who has crossed the track to escape through the gate.

Fig. 1 shows the parts in their normal positions. The gate is open, and the walkingbeam is tilted with its arm supporting the gate uppermost, so that the gate tends to roll down along the beam and close itself but it is restrained from so doing by an electro-magnetic detent, I, which engages a pin, f, on one end of the bar a. Thelever g of the detent is normally pressed forward by a spring, 71, shown best in Fig. 7, and continues to engage the pin f until drawn back by the attraction of an eleetro-magnet, M, the armature i of which is fixed to the rear side of the lever 9. At the left hand end of the apparatus is another detent, I, indentieal in construction with the one just described, and operated by a magnet, M.

Directly beneath the detent I is a mechanical detent or springpawl, J, and beneath the detent I is another like mechanical detent or pawl, J. The detents J J form downward continuations of the detents I I, and the two might be made in one piece but for the disadvantage of requiring the magnet to operate so large and heavy a part. The detents I J e11- gage a pin, f on the left-hand end of the bar a. The two pinsff are beveled on their rear ends, as shown in Fig. 2, so as to wipe past the detents in engaging them, or the detents may be likewise beveled, or both may be beveled, as shown; or the detents J .J may be fixed frames, and the pins ff may be mounted on springs, so as to yield in passing them.

The walking-beam F is capable of tilting from the position, shown in Fig. 1, to that shown in Fig. 9, but is normally maintained in the former position by the action of acounter-weight, F, on its left-hand end. It is tilted into the position shown in Fig. 9 by pulling down on a rod or chain, attached to its righthand arm. The bottom end of this rod is connected to a lever, 70, (shown best in Fig. 3, )whieh extends thence beneath the track, and is acted on by a treadle, K. This treadle is of the character shown in my Patent No. 229,009, dated June 22, 1880, although not necessarily constructed in detail as there shown. It con sists of two levers, ll, arranged close alongside one of the track-rails, hinged or jointed together at their abutting ends, and there raised above the rail, and resting on the lever it. Their outer ends are pivoted 'to the rails, or to base-plates fastened to the ties. When a locomotive passes, its wheel rides over the lovers Z Z, and depresses them, bearing down the lever In, pulling down the rod j, and so tilting the beam F, and lifting its weighted end. As soon as the beam assumes this position it is caught by a spring-pawl, L, shown as hanging at its right-hand end, and is held in this position until the pawl is withdrawn. The connection between the beam F and treadle K may be through other mechanism than that shown. For instance, a bar may push upwardly on the left-hand arm of the beam, be-

ing impelled by a lever extending between its bottom end and the treadle.

The operation is as follows: The gate remains in the position shown in Fig. 1 until an approaching train reaches a signal-transmitting point, at a suitable distance up the line, say onehalf mile from the crossing. At that'point is an electric signaling device of suitable kind, in circuit with the magnet M. \Vhen the locomotive reaches that point it closes the circuit, and the magnet M becomes excited, and attracts its armature, thereby drawing back'the detent I, and releasing the pin f, whereupon the carriage G rolls down the inclined beam F, into the posi- 'tion shown in Fig. 8, and the gate is closed.

The pin f passes the detent J before the gate is checked. The parts remain in this position until the locomotive reaches the treadle K, which it depresses, and thereby tilts the beam F into the position shown in Fig. 9. In. assuming this position, the gate H is lifted bodily, and the pin f travels up along the outer edge of the detent J, and thence passes to the detent I, which restrains. it from passing to the right again. Thus the gate tends to run down to the right, and open itself, but is restrained by the detent l. The magnet M of the detent I is in circuit with another signaling point beyond the crossing, at a distance therefrom preferably equal to the length of the trains ordinarily run. WVhen the locomotive reaches this latter point, the circuit to the magnet M is closed, and that magnet retracts the detent I, and releases the gate, which then rolls down the inclined beam F to the right, and thereby opens itself. When the carriage G reaches nearly its extreme position, its spring f passes the detent J, and immediately there-- a after the right-hand end of its bar a (or some other proj ection or shoulder borne by the carriage) strikes the pawl L with suflicient force to retract it and free the beam F, which is immediately tilted by its counter-weight F in to the position shown in Fig. 1. In assuming this position it lifts the gate bodily, and the pin f passes upward along the outer edge of the detent J, and thence into engagement with the detent I, whereupon it is in readiness fo a repetition of the operation. I

The operation of my gate from a distant signalingpoint by electromagnetic means forms no part of the invention claimed in this applicati on for patent; but in order to enable my system to be the more readily understood, I will describe one suitable arrangement of circuits for this purpose, with reference to the diagram, Fig. 10, which shows a road or street crossing on a double-track railway. The tracks A A and road or street B are shown in plan, and the posts D D D in cross-section. The treadle is indicated at K. The walking-beam F and rod 9' are shown in front elevation, and M M are the magnets. The other operative supposed to be ahalf-mile away from the crossing in both directions. The nearer signalingpoints, from which the magnet M is excited to open the gate, are lettered S S, and may be assumed to be one-eighth of a mile from the crossing in both. directions. These distances are of course not essential.

There is one point S and one point S on each track, and at each of these points abreak or insulation is effected between adjoining rails on-one side of the track, and when a locomotive crosses this insulation it bridges it through its conductii'ig-wheels and frame, and so closes the circuit.

The magnet M connects through one of its terminals with a fixed contact-spring, m, and the magnet M with a like spring, m. The beam F bears two similar springs, n and a, on its opposite arms, so arranged that when in its normal position, Fig. 1, its spring ntouches spring m, thus connecting the beam with magnet M,while its spring at" is out of contact with the spring on, thus insulating the beam from magnet M, Fig. 10. When the lever tilts to its opposite position, this result is reversed, (Fig. 9.) The beam is of conducting material, and is connected to one pole of a battery, P, the other pole of which is connected by a wire, 1, to the insulated rails 2 2. The rails 3 3 at S S are connected by wires 4 4 to the magnet M, and the rails 5 5, at the points S S, are connected by wires 6 6 to the magnets M M.

The "operation is as follows Suppose a train be approaching the crossing on either track in the direction of the arrow. When the locomotive crosses the insulation at S, it closes the circuit, as described, and the current from the battery P flows through wire 1, 'rail 2, rail 3, wire 4, magnet M, springs m a, and walkingbeam F back to the battery. Thus magnet M is excited, and the gate closes. When the 10- comotive reaches trea'dle K, the beam .13 is tilted to the opposite inclination, breaking contact at m a and establishing connection with magnet M through springs m n. When the locomotive reaches the point S and bridges the insulation, the circuit is again closed, and flows from battery P through wire 1, rail 2, rail 5, wire 6, magnet M, springs m n, and beam F, thereby exciting magnet M, and again releasing the gate, which opens and sets itself ready for the next operation.

This electrical arrangement is not necessarily the preferable one; but it is suitable for application to most railway-crossings, and will serve to illustrate the principle 011 which my gate may be electrically actuated.

I propose making the means for electrically operating this and similar gates the subject of a separate application for patent.

Fig. 11 of the drawings shows ameans of operating my gate mechanically, the two tracks being shown in plan, and the treadles, wall:- ing-bcam, and detents in front elevation. The electro-magnets, circuit-wires, and insulations are entirely omitted, and at each signalingpoint S S a treadle, K, is arranged. To each of these treadles a pull wire, cord, or chain is connected, which extends thence to and is connected with the corresponding detent. The wires 10 w from the two points S S both lead to the detent I, and the wires to 'w from the points S S lead to the detent I. \Vhen a train passes any one of these points its wheels depress the treadle K there located, and so pull on the wire which communicates the motion to the corresponding detent which it withdraws and frees the gate. In lieu of this particular construction, pneumatic tubes might be used and the treadles made to operate bellows to force a pressure of air into the tubes,which would act on other bellows at the crossing connected with the detents.

If desired, a gate may be arranged at each side of the track, in which case it will not be necessary to construct and operate both gates according to my invention; but one of them may be a mere passive gate rolling on a fixed level track or bar to be rolled back and forth by the other. A light frame may extend across the track to connect the two, high enough up to permit the train to pass beneath it.

Instead of being constructed of flexible strips 0 e, the gate I-I may, if preferred, be made of rigid bars, as gates are usually constructed. Further, instead of a gate the carriage G may carry a mere signal, as a flag, designed to warn approaching teams or pedestrians of the proximity of a train. As a signal its use is not necessarily confined to crossings, but it may be used as a visual block, signal, or semaphore to roll across the track into sight of the engineer upon the passage of a train, and be returned when the train reaches the next signaling-point beyond.

It is obvious that the gate or signal maybe returned or opened immediately upon the passage of the train by omitting the detent I and magnet M. v

I claim as my invention- 1. The combination, with a railway-track, of a gate or signal at a road or street crossing adapted to close across said road or street and to open and clear the same, means for causing said gate when standing normally open to close itself, a detent normally restraining said gate from so closing, a signaltransmitting point located at a'distance up the track, suitable connection between said detent and said point, whereby on the passage of I a train past such point the detent is withdrawn and the gate permitted to close, and the treadle on' the track in proximity to the crossing adapted when acted on by the passage of a train to impart to said gate a tendency to open, substantially as and for the purposes set forth.

2. The combination to form an automatic railway gate or signal, of a walking-beam or lever normally tilted to an inclination, a can riage rolling thereon and normally supported on its higher arm, a gate or signal depending from said carriage, a detent restraining said carriage from rolling down said beam, suitable means connected with a remote signal-transmitting point for withdrawing said detent, and a treadle connected with said beam and adapted when depressed by the passage of a train to tilt said beam to the opposite inclination, and thereby impart to said carriage a tendency to travel to the arm of the beam on which it is normally supported, substantially as set forth.

3. The combination, with a railway-track, of a gate or signal at a road or street crossing, adapted to close across-said road or'street and to open and clear the same, means for causing said gate, when standing normally open, to close itself, a detent normally restraining said gate from so closing, a signal transmitting point located at a distance up the track, suitable connection between said detent and said point whereby on the passage of a train past such point the detent is withdrawn and the gate, permitted to close, a treadle on the track in proximity to the crossing adapted when acted on by the passage of a train to impart to said gate a tendency to open, a detent engaging said gate when closed and restraining it from opening, a signaling-point 011 the track beyond the crossing, and suitable connection between said point. and said detent whereby.

the passage of the train past said point will cause the withdrawal of the detent and permit the gate to open, substantially as set forth.

4. Awalking-beam arranged approximately parallel to a railway-track, with one of its arms extending over and across a road or street crossing said track' and standing normally inclined with said arm lower than its opposite arm, in combination with a carriage adapted to roll on and along said beam, with means for tilting said beam to the opposite'inelination,and with suitable detents for retaining said carriage at either end of said beam, and restraining it from rolling down its inclined surface, substantially as set forth.

5. As a means of operating railway gates or signals, a walking-beam adapted to be inclined in both directions from the horizontal and normally standing inclined inone direction, in

combination with means for causing it to tend alwaysto assume such position,with a treadle on the track adapted to be operated by the passage of a locomotive or train, and suitably connected with said beam whereby the latter will be tilted to the opposite of its normal position on the operation of said treadle,with a detent adapted to engage the beam when so shifted from the treadle, and suitable means, substantially as set forth, for disengaging said detent, and thereby releasing the walking-beam.

6. The combination, to form a railway-crossing gate or signal, of a walking -bea1n arranged alongside the track and extending across the street or road, eounterweighted at one end or otherwise tending to assume an inclined position, a carriage rolling along said beam, suitable detents adapted to engage said carriage when at opposite ends of said beam, and to restrain it from running down the inclined surface thereof, a treadle on the track adjacent to the crossing, suitable connecting mechanism between said treadle and walkingbeam whereby the passage of a train past the crossing operates said treadle and tilts said beam into a position inclined in the opposite direction to its normal position, and a suitable pawl or detent adapted to engage the beam when so tilted and restrain it from returning to its normal position, substantially as set forth.

7. The combination of walking-beam F, its counter-weight F, carriage G, detents I 1, adapted to engage said carriage, track-treadle K, suitable connecting mechanism between it and said beam, and detent L, adapted to engage said beam when tilted to the opposite of its normal position, and to be disengaged by impact of said carriage, substantially as set forth.

In witness whereof I have hereunto signed my name in the presence of two subscribing witnesses.

THEODORE A. B. PUTNAM.

Vitnesses ARTHUR O. FRASER, HENRY CONNETT.

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