Railway-Gate. Page: 4 of 5
[2], 5 p. : ill. ; 23 cm.View a full description of this patent.
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615,402
are bars or links 43 and 44, which at their
lower ends are pivotally attached to the outer
ends of arms 45 and 46, projecting radially
from short shafts 47 and 48, mounted in bear-
5 ings 49 50, supported upon and secured to
beams 13 and 16.
51 indicates a crank-disk mounted on a stub-
shaft 52, projecting from an upright bearing-
bracket 53, secured upon the top of beam 14
10 by means of bolts 54 through the horizontal
base of said bearing-bracket. Crank-pins 55
and 56 project from one face of the disk 51.
A bar or link 57 connects crank-pin 55 with
arm 45, while on crank-pin 56 is pivotally at-
15 tached a link 58, to which is pivotally attached
one end of a link or bar 59, which is pivotally
secured at its opposite end to the arm 46.
The link 58 is pivotally connected at its up-
per end to an arm or lug 60, projecting later-
20 ally from the inside 01 of a supplementary
rail or depressible bar 62, which is seated in
a recess formed by cutting away the upper
half of the head of the rail 24, the head of
this supplementary rail being of a thickness
25 equal to the amount of metal cut away from
the head of the rail. The supplementary rail
62 is one of a pair, the inner end of the other
one, 63, meeting its inner end under the gates,
the supplementary rails being pivotally at-
30 tached to the rail 24 by means of pivot pins
or bolts 64 65 at their outer ends, pivotally
connected together at their inner ends by
means of a link 66 and supported normally
in their raised position by means of a spring
35 67, resting in a socket in the top of rail 24 and
upholding supplementary rail 62, which by
means of link 66 supports its fellow 63.
Curved slots 68 and 69 are formed in the inner
ends of the supplementary rails 62 63, in which
40 work pins 70 and 71, projecting from the side
of rail 24, to limit the distance which the in-
ner ends of supplementary rails 62 and 63
may be raised by the spring 67 and to assist
in guiding and steadying the supplementary
45 rails in their depression and upward return
movement.
The construction of our improved railway-
gate will be readily understood from the fore-
going description, and its operation may be
5o described as follows: The gates being closed,
the supplementary rails 62 63 will be in their
normal raised positions at their inner ends,
and an engine, car, or train approaching from
either direction-say from the left, as indi-
55 cated in Fig. 3-will ride upon the supple-
mentary rail or depressible bar 62 and press
it downward until its lower surface comes in
contact with the top of the rail 24. As this
depressible rail 62 is carried downward it car-
6o ries with it its side 61 and the lug 60 project-
ing therefrom. This forces the link 58 down-
ward, causing the disk 51 to be partially
turned. This rotation of the disks carries
the link or bar 59 downward and outward,
65 forcing the arm 46 outward, carrying with it
the bar or link 44 and causing the gate 37 tobe moved outward and upward in its sup-
porting-frame, the rollers 42 rendering this
motion easy. The turning of the disk also
causes the link 57 to be forced outward, mov- 70
ing the rocking arm 45 and forcing the link
or bar 43 outwardly, carrying with it the gate
36 to its open position, as shown in Fig. 2, in
the same manner as and at the same time the
gate 37 is moved, as before described. So 75
long as the depressible rails 62 and 63 are
held in their depressed position by the cars
passing over them the gates 30 and 37 will be
held in their open position, as indicated in
Fig. 2; but as soon as the cars have passed 83
off the depressible or supplementary rail the
spring 67 will raise these rails to their nor-
mal upper position at their inner ends, carry-
ing with them the lug 60 and link 58, thus caus-
ing the disk 51 to be rotated in a reverse direc- 85
tion and all the parts to be moved reversely
to their movements in opening the gate,where-
by the gates will be made to slide toward each
other and meet in the center over the track,
as clearly shown in Fig. 1, their inward move- 90
ment being facilitated by the downward in-
clination of the frames which support them
and by the friction-rollers 42.
From the foregoing it will be apparent that
a train approaching in either direction will 95
cause the gates to be opened and held open
as long as the car remains upon the supple-
mentary rails or depressible bars 62 and 63
and that this action will take place no matter
in which direction the train is moving, and, 1o0
further, that the gates will be held open as
long as a car remains upon either of these de-
pressible bars. As soon, however, as the cars
have passed over the depressible bars the
gates will at once assume their normal closed io5
position in the manner before described.
When the gates are moved to their outer
position, all jar against the outer bearings 38
and 39 of the frames will be neutralized by
the springs 40 and 41. These springs will ine
also assist in the primary movement neces-
sary to close the gates.
While we have illustrated and described
what we consider to be efficient means for
carrying out our invention, we do not wish 115
to be understood as restricting ourselves to
the exact details of construction shown and
described, but hold that any slight changes
or variations, such as might suggest them-
selves to the ordinary mechanic, would prop- 120
erly fall within the limit and scope of our in-
vention.
Having thus fully described our invention,
what we claim as new, and desire to secure by
Letters Patent of the United States, is- 125
1. The combination with the gates, their
outwardly and upwardly inclined supporting-
frames, the spring-bumpers therein,the cross-
ties supporting the rails, the stringers sup-
ported on the outer ends of the cross-ties out- 130
side and parallel with the rails, and the in-
clined bars bolted on the outside of the string-2
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McGregor, Montague M. & Williams, James Henry. Railway-Gate., patent, December 6, 1898; [Washington D.C.]. (https://texashistory.unt.edu/ark:/67531/metapth513824/m1/4/: accessed June 20, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.