US1857868A - Automatic crossing gate for railroads - Google Patents

Description

May 10, 1932.

w. H. PROPER AUTOMATIC CROSSING GATE FOR RAILROADS Filed Oct. 14,1929 4 Sheets-Sheet 1 May 10, 1932. w. H. PROPER AUTOMATIC CROSSING GATE FOR RAILROADS Filed Oct. 14. 1929 4 Sheets-Sheet 2 gwozntoz WILLIAM H PROPER flwlydz/ May 10, 1932. w, H, PR PER 1,857,868

AUTOMATIC CROSSING GATE FOR RAILROADS Filed Oct. 14, 1929 4 sneets sheet s Z5 /fl gnventoz WlLl I/\M H. PROPER zmplz atkozmq 7 May 10, 19312. m w, l-LPRQPER 1,857,868

AUTOMATIC CROSSING GATE FOR RAILROADS Filed Oct. 14, 1929 4 Sheets-Sheet 4 v T j): I gmntoz k WILLIAM H. PROPER fifi I Patented May 10, 1932 n-Ni 'r an sir-reis- ATE WILLIAM Pnornn, or: KANSAS 0101!; MI'ssoon-I, ins sienna; m: MESNE Assum- TULSA, OKLAHOMA AUTOMATIC onossmeearn: non-"neirrjnonnsi Application filedOctober 14, 1929; SeriaINoi 399 7173.

of vehicles over the crossing when a train or car is approaching upon: the railroad and during its'tr-a-nslt;

The main ob ect is to provide, in combina tion with a properly recessed andrpr'epared kind referred to, gates, V 11 guards or barriers pivotallymounted at their inner sides or margins adjacent the railroad crossing Way of the in such manner as tonormally lie flush and flat with the intersecting surfaces of the crossing, butwhich under theac-tloir of an approaching train, will automatically raise or sw-ing up, at their outer sides'or margins, fromthe surface of the crossing; andsoas to present to sin-approaching Vehicle a gate,- guard or barrier angularly lnclined'irom its outermargin downwardly towards its inner margin the said guard or: barrier being then in itsoperative position andso disposed that the front Wheels of an approaching automobile or'the like will strike upon oragainst the said elevated outer margin of the gate, guard orbarrle-r and thereby b'e stopped and prevented from moving upon 1 the railroad track-proper. I g

Another object: is to PTOVldG means" for 1 resiliently supporting the said-gates, guards;

or-barriers in their said raised oroperative position, sothat avehicle entrapped between them might nevertheless drive upon and over either and escape, the samebeing. depressed" 'undenthe weightof'the vehicle.

Another. object is v to provide slidable bear ino's for the said gates at 'theirinn'er margins";

together with means for resiliently supporting the. gates in-their outermost positionsup on.said bearings, to the end that when raised to their operative.positionsand When struck by a vehicle; they will yield sufficiently underthe impact to prevent serious damage being; donetothe Vehicle.

A. furtherobject-is to'p rovide a means for positively elevating the said gates: and for limi ting the height to Which. the gates or bar-1 riers may the raised; thus preventing thesai'dL- barriers 1 from being swung 'over toWard -th'e gates or barriers when in the closed orihop 'eratire" position Wliic'h'=- will eflectuai-ly: pres vent theba-rrier's' fi-oni ireezing test during cold weather and remaining e'ldsed while a; train is approaching;

The foregoing and other lobj ects; together with means whereby the same may? be car-' ried into efiectg willbest be understood from the following f description of a prezferrerh eiii bodiment of the invention takenin connec tion wit-h the accompanying drawings, wherein:

Figure-'1 is a plan view of-a cfo'ssin g over a .raiiroa d equipp'edwith m inventi on';

Fi ure 2 "is an enlarged section along the line: 2 -2 I inal igure 1, showing the ba rri'ei' in the raised'p'osition Figure 3 is w section alhng the laneinai: cated iby the line 3 in Fi ure 2 thi's vie'w being reduced in sca le and showing the open ating mechanismsmf both'barriers Figure 4 1 is a side View o'if the iriotor end barrierrais canr and"associated 'eleinents Figure 5 an enlarged-' plan vi'ew of the motor: switchand the operating solenoids therefor; r I

Figure isan enlarged section along- 'tHe line 6"6in Figure i;-'

Figure 7'is a renlarged 'sectioiierdetail of the resilient-hi n'ge stitleture' of the barriers;

Figure 8 is a View sin-ii lar to Figure 1 7 showing the position of' the' barrir as de pressed by the impact of a fv ehihle'i ings; A represent's' a railway creek and fi ths I from.

;brackets 12 and 13, with their ends crossing thereover. In equipping a crossing with my improved form of gates or guards, a pit C is provided beneath the track and is extended laterally at each side of the track substantially under the crossing as shown. This pit lined with suitable walls D and bottom E. The central portion of the pit C, beneath the track A and a little to each side thereof, is provided with asuitable covering 1,'l'eaving gate openings 2 in the roadway of the crossing at either side of the cover 1. A smaller chamber 5 is extended off laterally from the main pit C adjacent one end thereof for the reception ofthe motorand other operating elements for thegates, as will be set forth hereinafter. The foregoing constructions will, of course, vary according to the characteristics of the crossing being equipped with the invention, and according to the best practice in such work. The rails A maybe supported over the crossing by any suitable means, for instance, the hangers 6 mounted upon the supports 7.

In carrying outthe invention, two gates or barriers 8 are provided, the same being preferably rectangular in form and con structed of heavy sheet metal set in frames of an le iron, or made in any preferred form of structure, the said gates being hinged in the openingsor apertures 2 provided in the top 1 at each side ofthe track A and at some distance therefrom. The gates 8 are hinged in the apertures 2 upon their longer sides and near those margins of the apertures which are nearest the track A, these margins of the apertures 2 and the'corresponding margins of the gates 8 being hereinafter referred to as their inner margins for convenience 1n description. Pivot or hinge w shafts 10 are extended across the apertures 2 near their inner margins and are journaled in bearings 11 secured to the underside of the top or cover 1 near the ends thereof. Brackets 12 and 13 (Figures 7 and 8) are secured to the undersides of the gates 8 in spaced and aligned pairs, the brackets 13 being secured to the gates at the inner margins thereof, and the complementary brackets 12 being spaced outwardly there- The said brackets 12 and 13 are secured in place by the bolts or rivets 14 passed throughtheir feet 15, and are braced by connecting and rigidly mounted tie rods 16. Slide rods 17 are arranged between the rigidly secured to the brackets 12 and 13 and passing slidably through apertures 18 provided diametrically through the pivot shafts 10. Expansion coil springs 19 are mounted upon the rods 17 and are braced between the brackets 12 at their outer ends and the pivot shafts 10 at their inner ends. The springs 19 serve to normally press the gates 8 outwardly within the slidable bearings afforded L by the brackets 12 and 13, the tie rods 16 and the slide rods 17. Thus the gates 8, being mounted upon the shafts 10, have a hinged or pivotal connection at their inner margins within the inner margins of the openings 2 and through the action of the springs 19 are at the same time pressed or forced resiliently outward towards the outer margins of the said apertures 2, so that when opened or raised into operative position in a manner later to be described, they will upon the impact of a vehicle against their elevated outer edges, spring inwardly and angularly downwardly and thus safeguard the vehicle as far as possible against damage. Sleeves 20 may be mounted over the pivot sl1a"ts wherever the slide rods 17 are passed therethrough, the said sleeves having aligned apertures 21 to register with the apertures 18 through the said pivot shafts and having their peripheries flattened as at 22 to receive the end of the springs 19 and to bear against the brackets 13. The said pivot shafts 10 are supported intermediate their ends by standards 23 secured at 24 to the bottom E and having bearings 25 at their upper ends as shown.

Counterweight arms 26 are secured to the gates 8 adjacent the inner margins thereof by bolts or rivets 27 and extend inwardly into the pit C beneath the top 1, and weights 31 are secured to the inner free ends of the arms 26 at such distancevfrom the pivot shaft 10 as to substantially counterbalance them without opening them, and thereby enabling them to close easily and without shock. The arms 26 are somewhat angularly disposed relative to the gates 8 to enable the latter to freely close without the weights 31 coming in contact with the top 1. Stops 28 in the form of elongated arms are secured angularly between the standards 23 and the bottom E of the pit in such position that the arms 26 will strike the same when the gates 8 reach the proper height, thus limiting the height towhich the gates may rise. Sides 29 and end blocks 30 are provided upon the inner encs of the stop arms 28 to form sockets 32 into which the weights 31 may enter as the gates are raised, the end blocks 30 limiting the distance which the gates 8 may move or be pressed inwardly over the pivot shafts 10 as hereinbefore pointed out. The said weights are arranged to come into engage ment with the end blocks 30 of the sockets before the springs 19 are fully compressed, thus eliminating all strain from the pivot shafts, as will be understood.

Supporting angles or brackets denoted generally at 33 are depended from the top 1 around the outer and lateral margins of the apertures 2, these angles being secured to the top 1 in any suitable manner by their vertically disposed legs 34- and having their horizontal base flanges 35 extended inwardly beneath the apertures 2 as shown. A. plurality of vertically mounted supporting studs. 36 are secured in spaced relationship upon the base flanges .35 of the angles33. by the nuts 37 the said studs extending upwardly substantially flush with the undersides of the gates 8, the center studs 38, however, upon both the outer and laterally disposed angles 33 being somewhat longer than the remainder of the studs for supporting the gates 8. Thus the gates 8 normally rest in a horizontal position upon the center studs 38, but as each vehicle passes over the gates they .will be rocked upon these studs 38 which action will serve to break the gates loose from the studs in case they should become frozen thereto. To further minimize the danger of the gates freezingshut, the upper ends of the studs 36 are rounded off as shown at 39, thus reducing the contacting surface between the elements. Y

A motor 40 is mounted upon a stand 41 secured to the bottom 42 of the smaller chamber 5 hereinbefore described, the drive shaft 43 of the motor being extended and having a worm 44 formed on or secured to its end. A housing 45 is mounted upon the bottom 42, the said housing in cross section being in the form of an inverted U and being set over the worm 44, and having foot flanges 46 by means of which it is mounted in place. A shaft 47 is journaled transversely through the sides 48 of the housing 45 below the worm 44 and a worm gear 49 is fixed upon this shaft 47 within the housing and in mesh with the worm 44, and thus adapted to be driven thereby. A cam 50 is eccentrically mounted upon the shaft 47 and is adapted to operate the lever 51 fulcrumed at 52 to the housing 45, the said lever 51 carrying a roller 53 at its upper end in engagement with the periphery of the cam. A pulley 54 is journaled by the screw 55 upon the motor stand 41, and a cable 56 is secured at 57 to the lower end of the lever 51 and. trained over this pulley 54 and then extended into the pit G and passed through the spring 59 and secured to the inner end 58 thereof.

A pulley 60 is journaled in a vertical bracket 61 secured to the base E beneath the stop 28, and another similar pulley 62 is journaled in a horizontally disposed bracket 68 secured to the wall D at that end of the pit C from which the chamber 5 extends. Similar pulleys are provided for the other gate or barrier 8 as indicated at 60a and 62a in Figure 8. A cable 64 is secured at 65 to thecounterweight arm 26, and is then passeddownward- 1y through a slot 66 in the stop 28 and then trained under and around the pulleys 60 and 62 as shown, a slot 72 being provided through the standard 23 for the passage of the cable. A similar cable 67 is connected in the same manner to the other barrier or gate 8, and is then extended across-the pit G and trained around .a pulley 68 journaled in a-horizontal bracket- 69 securedto the wall D a-bovethe aforesaid pulley and brackets 62; and 63. The. two cables 64 and 67 are joined together as shown at 7 O and are then passed throughfth spring. 59 and secured to its other end; 71 thereof as shown; The foregoing arrangement is such that when the. motor 40. runs, the cam '50 will swing the lever 51 to andfro, causing the barriersor gates 8 to open and close as will be understood, the lever 51 and cables causing the gates to raise when the cam rotates so that its lobe 50a pushes the upper end of the lever outward, and'the weight of the gates causing them to close when the lever is allowed to swing back as the lobe 50a of the cam passes.

In order to regulate the motor so thatvit will'stop when the gates have been raised until the train passes over the crossing and then again start and run until the gates are allowed to drop, I provide a switching system now to be described, and while I have indicated in the drawings that the source of electrical energy by -means :of which the switching system and the motor are operated is derived from the conventional line as represented inFigure 11, it is understood that any source of current maybe used as found most practical in use.

A pair of axially aligned solenoids 7 374 is mounted upon brackets '75'secured to the bottom 42 of the small chamber 5 at therear of the motor 40, and a core'piece 76 is loosely passed within the two solenoids as shown, the solenoids being spaced apart somewhat. A pair of spaced switch blades 77 is fulcrumed at 78 to the bottom 42, these blades being insulated from each other and from the bottom 42. An arm 79 is rigidly secured to and extended from the juncture of the switch blades 77 and is pivoted at 80 to a medial point of the core piece 76 in such manner that the switch blades 77 will be swung to and fro as the core piece 76 is moved to and fro in the solenoids 7 3- and 74. Two pairs of spaced switch clips 81 and 82 are mounted on the insulating blocks 83 and held in place by screws 84, the clips being so disposed that the blades 77 may be swung therebetween to I bridge the same or connect them together as will be understood from Figure 9.

Beside each of the two-rails A and at some distance to each side of the crossing.

B, a pair of spaced insulated switch contacts being designated'at 85a and the latter at 856 in the schematic diagram in Figure '11. Obviously, any other type of train operated switches may be used in lieu of the structure here recited and illustrated. The source of current for the switching mechanism preferably, though not necessarily, is drawn from a transformer 87, one side of the output circuit from this transformer being wired directly to both of the solenoids 73 and 74 by the wires 88, and the other side of the circuit being connected by wires 89 to the contacts 85 and thence by wires 90 to the solenoid 73 as shown.

As a train or car approaches the crossing, the brush which it carries (not shown) will bridge the approach contacts 85a closing the circuit to the solenoid 73 which, becoming energized, will draw the core piece 76 inward into its center, which action will swing the switch blades 77 upon their fulcrum point 78 and cause them to enter the clips 81 and 82. These clips 81 and 82 are each wired in series with one side of the input wires 91 carrying'the current to the motor 42 and it will be understood that as the blades 77 are swung inward between the clips, the circuit will be closed through the motor, and the motor will thus be started, rotating the cam and raising the barriers or gates 8 as hereinbefore set forth. In order to disconnect the motor when the barriers 8 are thus 7 raised, I provide a switch cam 92 of insulating material secured upon the shaft 47 outside of the housing 45 and upon the opposite end from the cam 50. A pair of switch blades 93 and 94 of spring material are connected to an insulating block 95 secured to the bottom 42 of the pit C, the said blades being extended upward to one side of and in alignment with the cam 92. The blade 94 next to this cam is provided with an angularly formed offset 96 extending into proximity to the periphery of the switch cam. The switch cam 92 carries shoulders or lugs 97 and 98 at diametrically opposite points which are adapted to strike the offset portion 96 of the switch blade 94, forcing this blade into contact with the blade 93. The switch cam 92 is so arranged on the shaft 47 relative to the cam 50 that when the lever 51 has been swung outward to its full eXtentto raise the gates or barriers 8, one of the shoulders, as 97, will cause the switch blades 93 and 94 to come into contact. These switch blades are connected in series with the wire 99 carrying the other side of the transformer output to the solenoid 74. It will now be understood that as these blades 93 and 94 are brought into contact, the solenoid 74 will be energized, drawings the core piece 7 6 inward into this solenoid 74, causing the blades 77 to swing outward from the clips 81 and 82, disconnecting the motor and causing it to stop, thereby leaving the barriers or gates 8 in their raised position. The interval between the closing of the switch blades 93 and 94 and the actual stopping of the motor is sufficient to allow the shoulder 97 to move past the offset portion 96 of the blade 94, asv shown in Figure 6, thus allowing the current to the solenoid 74 to be out OK before the motor and its associated elements cease their movement. This time interval is due to the swinging of the blades 77 out of theclips 81 and 82 as set forth, as well as the normal momentum of the motor and cams. A friction screw 100 is threaded through a stud 101 mounted through the top of the housing 45 and has a brake shoe 102 bearing on the motor shaft 43 to allow the momentum of the motor to be controlled so that the said motor will stop immediately after the switchblaoes 93 and 94 have been opened as set forth. As the train or car leaves the crossing and engages the contacts 85?), the operation just described is simply repeated, the other shoulder 98' upon the switch cam' 92 closing the circuit to the solenoid 74 and disconnecting the motor after it has rotated the cam 50 until the barriers 8 are allowed to drop. When the train approaches the crossing from the other direction, the operation is the same, and the contacts 85 may also be applied to any number of tracks over which a thoroughfare crosses, as will be understood.

It is thought that the operation of the invention will be apparent from the foregoing, it being evident that when the barriers 8 are raised, vehicles cannot pass over the track. In case a vehicle should be caught between the barriers 8 when they are raised, it may nevertheless move over them and ofi the crossing, the weight of the vehicle depressing the barriers for this purpose through the resiliency of the spring 59. When the barriers or gates are in the raised position, red reflectors 103 which are mounted at the undersides ofthe gates, are brought into view, these reflectors catching and reflecting the rays of the headlights of the oncoming vehicle, to serve as a warning that the crossing is obstructed.

lVhile I have herein set forth a certain preferred embodiment of my invention, it is understood that I may vary from the same in minor structural details, so as best to construct a practical device for the purposes intended, not departing from the spirit of the invention and within the scope of the appended claims.

I claim:

1. In a guard for a railroad crossing, the latter being properly recessed and prepared therefor, gates horizontally disposed at the crossing at each side of the railroad and adapted to normally lie fiat with the intersecting surfaces of the crossing, and slidable bearings for the said gates at their inner margins upon which the gates may turn angularly upward at their outer margins above the surface of the crossing and may be slidably pressed inwardly in a direction coincident with its own extended plane;

2. In a guard for a railroad crossing, the latter being properly recessed. and prepared therefor, gates horizontally disposed at the crossing at each side of the railroad and adapted to normally lie flat with the intersecting surfaces of the crossing, slidable bearings for the said gates at their inner margins upon which the gates may turn angularly upward at their outer margins above the surface of the crossing and may he slidably pressed inwardly in a direction coincident with its own extended plane,.and means for yieldingly supporting the gates against said inward movement.

3. In a guard for a railroad crossing, the latter being properly recessed and prepared therefor, gates horizontally disposed at the crossing at each side of the railroad. and adapted to normally lie flat with the intersecting surfaces of the crossing, slidable bearings for the said gates at their inner margins upon which the gates may turn angularly upward at their outer margins above the surface of the crossing and may be slidably pressed inwardly in a direction coincident with its own extended plane, means for yieldingly supporting the gates against said inward movement, and means for positively elevating and lowering the said gates.

4. In a guard for a railroad crossing, the latter being properly recessed and prepared therefor, gates horizontally disposed at the crossing at each side of the railroad and adapted to normally lie flat with the intersecting surfaces of the crossing, slidable bearings for the said gates at their inner margins upon which the gates may turn angularly upward at their outer margins above the surface of the crossing and may be slidably pressed inwardly in a direction coincident with its own extended plane, means for yieldingly supporting the gates against said inward movement, means for positively elevating and lowering the said gates, and means for limiting the height to which the said gates maybe raised at their outer margins.

5. In a guard for a railroad crossing, the latter being properly recessed and prepared therefor including a pit, gates horizontally disposed at the crossing at each side of the railroad over the pit, and adapted to normally lie flat with the intersecting surfaces of the crossing, slidable bearings for the said gates at their inner margins upon which the gates may turn angularly upward at their outer margins above the surface of the crossing and may beslidably pressed inwardly arms secured to the gates at their inner margins and extended inwardly, and stops, arranged to coact with the inner ends of the said-arms to limit 'theupward movement of the outer margin-s ofthegates.

6. In a guard for a railroad crossingythe latterbeing properly recessed and prepared therefor including a pit, gates horizontally disposed at the crossing ateach side of the railroad over the pit, an' :l adapted to normally lie flat with the intersectingsurfaces of the crossing, slidable bearings for the said gates at their inner margins upon which the may turn angularly upward at their outer margins above the surface of the crossing and may be slidably pressed inwardly, arms secured to the gates at their inner margins and extended inwardly, stops arranged to coact with the inner ends of the said arms to limit the upward move- .ment of the outer margins of the gates, and,

means for yieldingly supporting the gates in their outermost positions upon their said slidable bearings.

'Y. In a device of the kind described, a gate, a pivot shaft for the gate, the said shaft being pierced adjacent its ends with diametrically extended apertures, aligned pairs of spaced brackets upon the gate adapted to embrace the said pivot shaft at the aper tured ends thereof, slide rods extended between the said brackets and slidably passed through the said apertures of the pivot shaft, and expansion coil springs mounted over the said slide rods and braced between the brackets at one end and the said pivot shaft at the other end.

8. In a guard for a railroad crossing, the latter being properly recessed and prepared therefor, including a pit arranged under the crossing, a cover for the pit, the same having a gate opening therein, supporting brackets depending around the margins of the gate opening of the pit cover, a plurality of vertically mounted supporting studs arranged in spaced relation upon the said brackets, a portion of the said studs extending upwardly substantially flush with the under side of the said pit cover, and another portion of the said studs extending upwardly beyond the upper limit of the other portion of studs to provide unstable bearings for the gate and a gate disposed upon the said unstable bearings.

V 9. In a guard for a railroad crossing, the latter being properly recessed and prepared therefor including a pit, gates horizontally disposed at the crossing at each side of the railroad over the pit, and adapted to normally lie flat with the intersecting surfaces of the crossing, slidable bearings for the said gates at their inner margins upon which the gates may turn angularly upward at their outer margins above the surface of the crossing and may be slidably pressed inwardly, arms secured tothe gates at their inner margins and extended inwardly, stops arranged to coact with the inner ends of the said arms to limit the upward movement of the outer margins of the gates, means for yieldingly supporting the gates in their outermost positions upon their said slidable bearings, counterweights for the inner ends of the said arms, and means aside from the said pivot shaft for limiting the inward travel of the said arms and counterweights.

In testimony whereof I afiix my signature.

WILLIAM H. PROPER.

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