IMPROVEMENTS IN SIGNALS FOR RAILWAYS ACTUATED BY CROSSING GATES AND APPARATUS CONNECTED THEREWITH
Year: 1884

page_text: I WILLIAM PHILLIPS THOMPSON Fel Inst P.A., of the Agency for Foreign Patent
Solicitors, 6 Lord Street Liverpool, in the county of Lancaster, and 323 High
Holborn, in the county of Middlesex,. Civil Engineer do hereby declare the nature
of the said invention for "IMPROVEMENTS IN SIGNALS FOR RAILWAYS ACTUATED
BY CROSSING GATES AND APPARATUS CONNECTED THEREWITH," (a communication
from abroad by George A. Reynolds, of Utica, in the State of New York, United
States of America) to be as follows:-
:-
The present invention relates to improvements in combined rail road signals and
crossing gates or bars, which are operated by passing trains, and the object of tho
invention is to provide mechanism simple in construction which is not liable to get
out of order and which is positive and effective in its operation. A swinging gate."
or bar, adapted to extend across a railroad crossing, when in a lowered position, is
pivoted to a bracket on the supporting column or post, and is arranged in such
relation to the vertically movable weight, that when the latter is raised to properly
set the semaphoric signal the gate or bar will drop down into a horizontal position
and close the approaches to the track. The weight is elevated by devices located
adjacent to the track rail and operated by the passing train and is held in such
position until the train has reached the crossing, when other devices are set into action
by the train for causing the weight to descend and the sliding collar with its sema-.
phoric signal to assume its normal position. The weight on descending comes in
contact with the crossing gate or bar, and again raises it into a vertical or upright
position alongside the post that supports said gate and the signalling devices.
Other features of the invention are the devices acted upon directly by the wheels
of an approaching or passing train for closing and opening the gate, and operating
the signals, these devices being properly housed or protected from snow and ice and
placed out of the way of wagons crossing the track.
Means may also be provided for operating a gong or other audible signal by the
direct movement of the gate arm, or guard bar, and as a sudden closing of the gate
is not generally desirable, it is proposed to effect a slow or gradual descent thereof
by the employment of an air cylinder, the piston of which is connected with the
gate-arm. It is also proposed to make the gate arm of two members jointed
together in such a manner that the end of the gate can be swung outward from the
track to allow persons or vehicles hemmed in, when the gates are down, to
pass out
without raising said gate, whereupon such swinging member is returned to its
normal position by the action of a spring.
A column or post is set by the side of a railroad track, adjoining a road crossing
the same. The upper portion of this column is reduced in size and is encircled by

page_text: a sliding weight and by a sliding and rotating collar which may be of a cylindrical
or other suitable form. The bore, or axial opening through the sliding weight
contains a lug, which slides in a straight groove inade in, the upper portion of the
column and the bore in collar has a log which moves in a spiral groove also made
in the upper part of the column. Hence it follows that an upward movement of
the weight, effected by the devices hereinafter set forth, will impart a vertical and
a rotary movement to the collar, and bring an indicator or semaphoric signal carried
by said collar into a position parallel to the track rails. This change of position
of the indicator shows that a train is approaching from the direction in which it is
pointing. An arm or bracket rising from the main or lower portion of the column
has pivoted thereto a gate bar or rail, such as is generally employed for guarding a
railroad crossing, or a guard bar or gate inay be used which consists of an inner
section pivoted to a bracket, and an outer section, jointed to the inner section or
connected thereto by a binge, so that it can be swung outward from the track, and
permit the egress of persons or vehicles hemmed in between the closed gates.
A spring returns the section to its normal position after the pressure which has
caused it to swing outward is removed. Instead of the bar or guard arm a gate
frame of any preferred construction may be employed.
'The guard bar or gate pivoted in the above described manner, is designed to bo
lowered when the signalling devices are set to indicate the approach of a train.
This lowering of the gate is effected by the removal of the weight from the portion
of the gate or bar located in rear of its fulcrum point, it being evident, that when
the parts are in the normal positions the weight holds the gate or bar in an elevated
or open position but when it is raised, the preponderance of weight in front of the
fulcrum causes the gate or bar to drop. The weight is held in an elevated position
until the proper time has arrived for its descont by means of a spring support,
which is secured to the main column, and which is withdrawn by means of a
jointed chain, cord or rope when it is desired to release the weight and raise the
gate.
To secure a slow descent or closing of the gate so as to give persons and vehicles
on the track time to cross, an air cylinder is socured to suitable arms or a frame
rising from the bottom section of the column, and this cylinder contains a piston,
the rod of which is connected with a cross head. A link or pitman is pivoted to
the cross head and to the rear or inner end of the gate arm or bar. The piston has
ports which are closed by a valve when said piston is ascending in the cylinder. The
lowering of the gate causes the piston to ascend and thus compresses the air
between the cylinder head and piston, which is allowed to escape slowly through a
nozzle or tube, having a cock which can be opened more or less so as to regulate
the descent of the gate. When the weight is descending to raise or open the gate,
the piston is descending in the cylinder and no resistance is offered to its move-
ment as the valve or valves are allowed to open in an upward direction.
A cap or nut may surmount the upper part of the column for limiting the upward
movement of the sliding and rotating collar, instead thereof a lantern or other night
signal may be placed upon the top of the column. It is also proposed to coin-
bine audible signalling devices or an alarm, with the visible or semaphoric signal,
said audible sigual being preferably in the form of an electric bell. The circuit
closing aud breaking device is arranged on the outside of the bell box, and is placed
in juxtaposition to the sliding and rotating collar so that the latter when ascending,
will engage with this device, thus closing the electrical circuit and sounding the
bell or alarm. The electrical conductors or wires may pass down into a battery
buried in the ground deep enough so as not to be affected by frost. The box con-
taining the electric bell dovicos is mounted on an arm extending from the column.
Instead of an electric bell a gong or audible. signalling device may be employed
actuated by the gate arm and mechanical devices combined therewith. The gong
is mounted on a standard supporting the gate and has a toothed rim, which engages
with a pinion or spur disc carried by the gate arm, said pinion being free to rotate
on a fixed axis, projecting from the gate arm, and arranged beneath a pivoted

page_text: hammer, that strikes the gong. The movement of the gate arm causes the pinion
mounted thereon, to travel around the toothed rim of the gong, mounted on the
fixed support, and hence it follows, that the hammer is repeatedly struck for
Bounding the gong.
The devices for setting the semaphoric signal, closing the gate, and putting into
operation the electric bell, or audible signal by the approach of a train, may be
described as follows, namely:-In juxtaposition to one of the track rails on the side
of the crossing from which the train is approaching, there is located a vertically
movable bar or plate, which fits closely against the rail and has a groove in its top
edge, in which run the flanges of the car wheels of a train running in the right
direction, so as to depress said bar or plate, and hold it depressed until the wheels
of the last car have passed over the same. One end of this plate is bevelled and
made without a groove, so that a train approaching this end of the plate first will
push it aside or move it laterally and cause it to clear the flanges of the wheels, so
as not to act upon the signalling devices. A case or box made of the same length
as the bar or plate, has an open side adjoining the outer face of the plate, the inner
face of the latter closely hugging the rail, as already stated. A horizontal flange
or web of the plate slides up and down in the box, and below the same are pro-
jecting stems, which may slide up and down in vertical slots made in the case, or
said stems can extend from the plate and have slotted inner ends that fit on
vertical pins, rising from the bottom of the case. In either instance, the stems are
encircled by spiral springs, the object whereof is to hold the plate pressed against
the rail and permit the necessary lateral or horizontal movement thereof, to allow
the plate to accommodate itself to car wheels having different sized or shaped
flanges, and to be pushed aside when the signals are not to be operated as above
explained. The plate rests on curved or semi-elliptic springs, which are generally
secured at their middle portions to the aforesaid plate, the free ends of the springs
resting upon the bottom of the box or case. A rock shaft journalled alongside the
box has a crank arm which engages with or projects under the horizontal web of
the plate. From this rock-shaft, a rod runs through a suitable underground pipe
or conductor and terminates in proximity to the column. A cord or chain extending
from said rod is conducted over suitable pulleys at the base of the column, and on
an arm extending therefrom, at its point of junction with the upper reduced portion
of the column. This cord or chain is connected with a lug or lip extending from
the bottom of the weight.
The means for resetting the signal and gate, or returning the same to their
normal positions, are substantially the same as the above described devices for
setting the signal and closing the gate. A second bar or plate is employed for
returning the signal and gate to their normal positions so that when the engine
reaches the latter, and the protection of the gate is no longer needed, said gate is
opened or raised. In the above description a single gate only is referred to, but
two or more gates may be simultaneously operated by the devices above set forth
for opening and closing one gate, it being only necessary to combine with the
sliding weight, a system of ropes or chains and pulleys leading to another gate or
gates suitably weighted or counterbalanced, so that when the weight that acts
directly upon the first gate descends to raise the same, the other gate or gates are
also raised or opened.
An air cushion cylinder, similar to the one described above, may also be attached
to the post and weight to secure a gradual falling of the weight after it has been
released, in order that the gate and operating mechanism may not be injured by
the fall of the heavy weight.

page_text: CORT DETE
"
I, WILLIAM PHILLIPS THOMPSON, Fel. Inst. P.A. of the Agency for Foreign
Patent Solicitors 6 Lord Street, Liverpool, in the County of Lancaster, and
323 High Holborn, in the County of Middlesex, Civil Engineer, do hereby declare
the nature of the said invention for IMPROVEMENTS IN SIGNALS FOR RAILWAYS
31 (a com-
munication from abroad by George A. Reynolds, United States,) and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:—
ACTUATED BY CROSSING GATES AND APPARATUS CONNECTED THEREWITH
The present invention, relates to improvements in combined rail road signals and
crossing gates or bars, which are operated by passing trains and the object of the
'invention is to provido mechanism simple in construction which is not liable to get
out of order and which is positive and effective in its operation. A swinging gate
or bar, adapted to extend across a railroad crossing, when in a lowered position, is
pivoted to a bracket on the supporting column or post, and is arranged in such
relation to the vertically movable weight, that when the latter is raised to properly
set the semaphoric signal, the gate or bar will drop down into a horizontal position
and close the approaches to the track. The weight is elevated by devices located
adjacent to the track rail and operated by the passing train, and is held in such
position until the train has reached the crossing, when other devices are set into
action by the train, for causing the weight to descend and the sliding collar with
its semaphoric signal to assume its normal position. The weight on descending
comes in contact with the crossing gate or bar, and again raises it into a vertical or
upright position, alongside the post that supports said gate and the signalling
devices. Other features of the invention are the devices acted upon directly by
the wheels of an approaching or passing train for closing and opening the gate, and
operating the signals, these devices being properly housed or protected from snow
and ice and placed out of the way of wagons crossing the track.
Means may also be provided for operating a gong or other audible signal by the
direct movement of the gate arm, or guard bar, and as a sudden closing of the gate
is not generally desirable, it is proposed to effect a slow or gradual descent thereof
by the employment of an air cylinder, the piston of which is connected with the
gato arm. It is also proposed to make the gate arm of two members jointed
together in such a manner that the end of the gate can be swung outward from
the track to allow persons or vehicles hemmed in, when the gates are down, to pass
out without raising said gate, whereupon such swinging member is returned to its
normal position by the action of a spring.
In the accompanying drawings
Figure 1 is a perspective view, showing the signalling devices and gato in their
normal positions, and illustrating a railroad car about to pass upon the devices
located adjacent to the track for setting tho signal and closing the gato.
Figure 2 is a side elevation showing the various parts in their normal positions,

page_text: Figure 3 shows the signal set and the gate closed, and a car about in position to
operate the device for returning these parts to their normal positions.
Figure 4 is a detail view of the supporting column, sliding weight, sliding and
rotating collar and swinging gate
Figure 5 is a side elevation of the devices located adjacent to the track rails
for operating the gate and signalling devices by passing trains.
Figure 6 is a top view of these devices partly in section.
Figure 7 is a sectional view of the sliding and rotating collar with its semaphoric
signal.
Figure 8-is a vertical sectional view of the sliding weight.
Figure 9 is a detail view showing the arrangement of an electric bell or audible
signal in connection with the gate and visible signal.
Figure 10 is a horizontal section of another form of spring pressed bar adapted
to be acted upon by the car wheels.
Figure 11 is a perspective view of one of the grooved and beveled rail plates
operated upon or depressed by a passing train.
Figure 12 is a modification showing means for effecting a slow or gradual closing
of the gate arm or guard bar, the latter being so constructed that the end can
swing outward from the track to allow egress therefrom without raising the gate.
Figure 13 is a similar view,,showing the gate bar in a raised position.
Figure 14 is an end elevation of the devices illustrated in side elevation by
Figures 12 and 13.
Figure 15 is a detail sectional view of the air cylinder the piston whereof is
connected with the gate arm or guard bar.
Figure 16 is a detail view of an aların device or bell directly actuated by the
movement of the gate arm.
Figures 17 and 18 are detail views of the hinged gate arm.
The letter A designates a column or post which is set by the side of a railroad
track, adjoining a road crossing the same. The upper reduced portion of this column
is encircled by a sliding weight B and by a sliding and rotating collar C, which may
be of cylindrical or other suitable form. The bore, or, axial opening through the
sliding weight contains a lug b which slides in- a straight groove made in the
column A' and the bore in the collar has a lug c which moves in a spiral groove a',
.also made in the column A'. Hence it follows that an upward movement of the
weight B, effected by the devices hereinafter set forth, will impart a vertical and a
rotary movement to the collar C, and bring the indicator or semaphoric signal 0¹
carried by said collar into the position shown in Figure 3 or parallel to the track
rails. This change of position of the indicator shows that a train is approaching
from the direction in which it is pointing. An arm or bracket a³, rising from the
main or lower portion of the column A, has pivoted thereto a gate bar or rail D,
such as is generally employed for guarding a railroad crossing, or the guard bar or
gate may be used shown in Figures 12, 13, 17 and .18, which consists of an inner
section pivoted to the bracket a and an outer section D³, jointed to the inner
section or connected thereto by a hinge, so that it can be swung outward from the
track, and permit the egress of persons or vehicles hemmed in between the closed
gates. A spring D', returns the section D³ to its normal position after the
pressure which has caused it to swing outward is removed. Instead of the bar or
guard arm, shown in the various Figures, a gate frame of any preferred construction
may be employed and make the same of one or more sections or panels, as deemed
most expedient. The guard bar or gate pivoted in the above described manner,
is designed to be lowered when the signalling devices are set to indicate the
approach of a train. This lowering of the gate is effected by the removal of the
weight B, from the portion of the gate or bar located in rear of its fulcrum point,
it being evident, that when the parts are in the normal positions indicated in
Figures 1 and 2 the weight B holds the gate or bar in an elevated or open position
but when it is raised as is shown in Figure 3, the preponderance of weight in front
of the fulcrum causes the gate or.bar. to drop. The weight B, is held in an elevated

page_text: position until the proper time has arrived for its descent by means of a spring,
Bupport F which is secured to the column A, and which is withdrawn by means of
a jointed chain, cord or rope f when it is desired to release the weight and raise the
gate. As the weight descends on the column, a pin or projection be thereon, strikes
the gate or bar in rear of the fulcrum and raises it to an upright or nearly upright
position, as is shown in Figures 1, 2 and 4.
To secure a slow descent or closing of the gate, so as to give persons and vehicles
on the track time to cross, the devices illustrated in Figures 12 to 14 inclusive are
provided. An air cylinder V, is secured to suitable arms or a frame a", rising
from the bottom section of the column, and this cylinder contains a piston the rod
of which w is connected with a cross head w' that slides on the arms'a. A link
or pitman wis pivoted to the cross head w' and to the roar or inner end of the
gate arm or bar as is clearly shown in Figures 12 and 13. The piston has ports w
which are closed by a valve when said piston is ascending in the cylinder. The
lowering of the gate causes the piston to ascend and thus compresses the air between
the cylinder head and piston which is allowed to escape slowly through a nozzle or
tube w³, having a cock which can be opened more or less so as to regulate the
descent of the gate. When the weight B is descending to raise or open the gate,
the piston is descending in the cylinder and no resistance is offered to its movement
as the valve or valves are allowed to open in an upward direction. In the con-
struction shown in Figures 12 to 14 inclusive, the gate bar moves in a curved guido
arin X, carried by the main column, which is slotted, and has top and bottom stop
surfaces XX, for limiting the movement of said gate bar.
In Figures 2 and 4 the column A' is represented as being surmounted by a cap
or nut A for limiting the upward movement of the sliding and rotating collar C.
Instead of said cap a lantern or other night signal O may be placed, upon the top
of the column, as is clearly shown in Figure 1. It is also proposed to combine
audible signalling devices, or an alarm, with the visible or semaphoric signal, said
audible signal being preferably in the form of an electric bell K, as is shown in
Figure 9. The circuit closing and breaking device L is arranged on the outside of
the bell box, and is placed in juxtaposition to the sliding and rotating collar C 80
that the latter when desconding, will engage with the device L, thus closing the
electrical circuit and sounding the bell or alarm. The electrical conductors or wires,
may pass down into a battery buried in the ground deep enough so as not to be
affected by frost. The box containing the electric bell devices is mounted on an
arm extending from the column A. Instead of an electric bell, the gong or audible
signalling device Y may be employed shown in Figures 12, 13 and 16, which is
actuated by the gate arm-and mechanical devices combined therewith. The gong
is mounted on the standard a supporting the gate and has a toothed rim v, shown
in Figure 16, which ongages with a pinion or spur disk v, carried by the gate arm,
'Baid pinion being free to rotate on a fixed axis v, projecting from the gate arm,
and arranged beneath a pivoted hammer that strikes the gong. It will be seen
that the movement of the gate arm causes the pinion mounted thereon, to travel
around the toothed rim of the gong, mounted on the fixed support a and hence it
follows, that the hammer is repeatedly struck for sounding the gong.
The devices for setting the semaphoric signal, closing the gate, and putting into
operation the clectric bell, or audible signal by the approach of a train, may be
described as follows, namely:-In juxtaposition to one of the track rails on the
side of the crossing from which the train is approaching, there is located a vertically
movable bar or plate M, which fits closely against the rail and has a groove in its
top edge, in which run the flanges of the car wheels of a train running in the right
direction, so as to depress said bar or plate and hold it depressed until the wheels
of the last car have passed over the same. One end m of this plate M, is beveled
and made without a groove, as is shown in Figure 11, so that a train approaching
this end of the plate first will push it aside or move it laterally and cause it to
clear the flanges of the wheels, so as not to act upon the signalling devices. A case
or box N, made of the same length as the bar or plate M, has an open side

page_text: adjoining the outer face of the plate M, the inner face of the latter closely hugging
the rail, as already stated. A horizontal flange or web M¹ of the plate M, slides up
and down in the box N, and, below the same are projecting stems M' which may
slide up and down in vertical slots, made in the case N, as is seen in Figure 5, or
Baid stems can extend from the plate M, and have slotted inner ends that fit on
vertical pins n, rising from the bottom of the case.N. In either instance the
steins are encircled by spiral springs M³, the object whereof is to hold the plate M,
pressed against the rail and permit the necessary lateral or horizontal movement
thereof, to allow the plate to accommodate itself to car wheels having different
sized or shaped flanges, and to be pushed aside when the signals are not to be
operated, as above explained. The plate M rests on curved or semi-elliptic
springs O, which are generally secured at their middle portions to the aforesaid
plate the free ends of the springs resting upon the bottom of the box or case N. A
rock shaft P journaled alongside the box N has a crank.arm p, which engages
with or projects under the horizontal web of the plate M. From this rock shaft P,
a rod Q runs through a suitable underground pipe or conductor and terminates in
proximity to the column A. A cord or chain R, extending from said rod Q is
conducted over suitable pulleys at the base of the column, and on an arm S
extending therefrom, at its point of junction with the upper reduced portion A¹.
This cord or chain R is connected with a lug or lip 66 extending from the bottom
of the weight B. It will be manifest that. a downward movement of the plate M,
by the passage thereupon of the flange of a car wheel, will cause an oscillation of
the rock shaft P, through the medium of the crank arm p; and in consequence
thereof the rod Q and cord or chain R raises the weight B, until the same has
reached the limit of its upward movement and is caught by the spring plate F,
which passes under it and holds it in a raised position. The plate M is of such
length, or is so proportioned in relation to the spaces or intervals generally
existing between car wheels, that when the front wheels of a truck are passing
from the plate, the next succeeding or rear wheels, have already commenced to
pass upon the plate. In this manner all undue or repeated vibrations of the plate
are avoided it being understood, that the plate is only once depressed during the
passage of an entire train. It is also intended to use a spring plate sufficiently
long to allow the two driving wheels of a locomotive to rest on the same.
The means for resetting the signal and gate or returning the same to their
normal positions, are substantially the same as the above described devices for
setting the signal and closing the gate. The cord f connected with the spring
plate F that retains the weight B, in an elevated position is conducted over a
pulley on an arm of the column, and over a second pulley fat the base of
the latter. From thence the cord passes to an underground encased rod, which
leads to a rock-shaft that is arranged in co-operative relation to a spring supported
bar or plate U, located at the side of the crossing from whence the train is
departing. It will be obvious that this second bar or plate U employed for
returning the signal and gate to their normal positions, is located near the
crossing, so that when the engine reaches the latter, and the protection of the gate
5 is no longer needed, said gate is opened or raised. In the above description a single
gate is referred to and only one gate shown in the drawings; but it is desired to
be understood that two or more gates may be simultaneously operated by the
devices above set forth for opening and closing one gate, it being only necessary to
combine with the sliding weight, a system of ropes or chains, and pulleys leading
0 to another gate or gates suitably weighted or counterbalanced, so that when the
weight that acts directly upon the first gate descends to raise the same, the other
gate or gates are also raised or opened.
An air cushion cylinder, similar to the one described above, may also be attached
to the post and weight to secure a gradual falling of the weight after it has been
5 released, in order that the gate and operating mechanism may not be injured by
the fall of the heavy weight.

page_text: Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is
1. In a signal for railroad crossings the combination of a vertically movable and
revolving collar carrying an indicator or semaphoric signal, with a supporting
column or post encircled by said collar and' means substantially as described for
raising and lowering the collar with its signal by the approach and departure of
passing trains, substantially as herein set forth.
2. In a signal for railroad crossings the combination of the vertically sliding and
revolving collar having a somaphoric signal or indicator, with a supporting column
or post, a vertically sliding weight, and means substantially as described for raising
the weight and indicator collar, and again returning them to their normal positions,
substantially as herein set forth.
3. The combination of a swinging gate or bar a supporting column or post, &
vertically sliding weight encircling the post, and a device for holding the latter in
an elevated position, with means substantially as described for raising the weight
by an approaching train and releasing the weight retaining device by a departing
train, substantially as and for the purpose set forth.
4. The combination of an audible or electric bell signal and a vertically movable
collar having a semaphoric signal, and means substantially as described for auto-
matically sounding the bell by the movement of said collar, with a supporting
column or post, substantially as herein set forth.
6. In a railroad signal the combination of a protecting case, a vertically and
laterally movable spring pressed plate, a rock shaft and connecting devices, together
with signalling mechanism substantially as described which is actuated by said
devices and a railroad track, substantially as herein set forth.
6. In a railroad signal, the combination of the spring plate or catch, the system
of cords and pulleys, the vertically movable weight, and the vertically sliding and
revolving indicator collar, with a supporting column or post, and means substantially
as described for automatically operating said devices by passing trains, as and for
the purpose set forth.
7. In a railroad signal, the combination with a swinging gato of a pinion and
hammer carried by said gate, and a gong or ball having a toothed rim mounted on
a base or column, substantially as herein set forth.