US1560085A - Automatic crossing gate - Google Patents

Description

Nov. 3,1925. 1,560,085

A, M. HARVEY AUTOMATIC CROSSING GATE Original Filed Jan. 27, 1922 3 Sheets-Sheet J:

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Nov. 3, l925 A. M. HARVEY AUTOMATIC CROSSING GATE Original Eiled Jan. 27, 1922 Patented Nov. 3, 1925,

UNITED STATES PATENT oFzFfICE.

ARO M. HARVEY,OF KANSAS CITY, MISSOURI.

AUTOMATIC CROSSING GATE.

Application led January 27, 1922, Serial No. 532,163. Renewed September 5, .1925.

To ZZ whom, if: may concern.'

Be it known that l, Ano M. HARVEY, a citizen oit the United States, residing` at Kansas City, in the county of Jackson and State otl lilissouri, have invented certain new and useful lmproven'ients in Automatic Crossing Gates; and l do hereby declare the following to be a full, clear, and exact description ot the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

rihe present invention relates to railway crossing gates, such as are used tor closing a highway or road where it crosses a railway track, and the invention aims to provide a. novel and improved apparatus t'or automatically operating the gates when the trains approach and pass the crossing.

iinotlier obj ect ot the invention is the provision ot a novel electrical apparatus for controlling the opening and closing movements of the gates, with electrical circuit-s controlled by trains approaching and passing the crossing, in order that the gates are operated entirely automatically, without the necessity for a crossing attendant or watchman.

A further object is to provide such an apparatus which will cause .the gates to be closed by the approach of a train toward the crossing in either direction on the same track, whichtwill permit the gates to open when the train reaches or passes the cross` ing and which will control the gates independently from a plurality ot tracks, in order that when a train on one track is broken at the crossing to permit tra-'flic across the tracks, the approach ot a train on the other track will result in the gates `being' closed, and also, causing the closing ot' the gates by the approach of another train on the second track when aV train is passing `the crossing with the gates opened.

lVit-h the foregoing and other objects in view, which will be apparent as the description proceeds, the invention resides in the construction and arrangement of parts, as hereinafter described andclaimed, it being understoodthat changes can Vbe .made within the scope of what is claimed, without departing from the spirit orp the invention.

The invention is illustrated in the accompanying drawings, wherein- Fig. 1 is a digrammatical view of the f ppnratus.`

Fig. 2 is a. plan View of one of the crossing gates, showing the stand and other parts in section.

Fig. `3 is an enlarged Lvertical section of the gate and stand, portions being broken away and portions shown in elevation.

Fig. 4 is a plan View of one of the electromagnetic switches.

Fig. 5 is a side el'evation'of such switch.A

The gates vfor the `highwayor road crossing the railroadv maybe lof any suitable kind, and, as shown, the gates are mounted on rock shafts 1l journaled in the gate stands 12, for the upward and downward swinging movement of thegates to yopen and closed positions atthe opposite sides Vof 'the tracks. i

ln order to ,actuate Ythe gates, a geai` wheel 13 is secured on each shaft 11 within the corresponding' stand 12, and opposite racks 14 and 15 mesh with said gea-r wheel and are slidable vertically in the stand. The gate 10 is weighted so as to swing open upwardly of itself, and the gate is swung downwardly toclosed position by an electric motor, which, as shown,r includes a core 1G secured to the lower end of the rack 14: andmovable within a solenoid 17, whereby when said solenoid vis energized electrically,

the core is drawn down to turn the gear wheel i153 and swing the gate down, as seen in Fig. 3. ,Vhen 'the solenoid is deenergized, the gate will return to open' position.

The movement of the gate is retarded, to prevent the excessive movement of the gate and the sudden stopping thereof when opened and closed.` For this purpose, a piston yor plunger 18 is secured to the llower end of the rack and works within a dash pot 1 9 mounted in the lower portion of the 'stand l2 beside the solenoid 17 The movement ofthe gate is thus slowed down, and Y the gate cushioned at the limits ot' opening and closing movements.

An electric lamp 2() ispreferably mounted on each gate, and is-disposedin acircuit 21 with abatteryf22 or other source of electrical energy,and lsuch lamp islighted when thegate is 'swung downwardly Vto closed position.` Thus, one terminal. of .the circuit `21 `is connected to a contact 23 1and the other terminal is connected to an arcuate contact strip` 24 secured on a wheel or drum 25 secured to the corresponding shaft 11, in I.order that when the gate is swung downwardly the contact strip 24 is moved into engagement with the contactv 23, to close the circuit of the lamp. Vhen the gate is swung upwardly to open position, the contact strip 24 is removed from 'the contact 23, thereby opening the circuit of the lamp and extinguishing the light. In this way, a visual signal is given during the night time or darkness, and the electrical circuit may also include a bell or audible signal for giving a warning when the gates are being closed.

The battery 22 which supplies 'the electrical energy is preferably located within a concrete Well 41, or the like, to protect it from the elements.

The tracks 26 and 27 have the respective rails 28 and 29'which are electrically continuous across the crossing and for suitable distances from the crossing in opposite directions. The other rails of said tracks have insulated sections 30 and 31, respectively, at the crossing, and the respective insulated rail sections 32--33 and 3ft-35 at the opposite sides of the crossing and extending ;tor suitable distance from the crossing in order that the gates will be closed when a train approaches within the determined distance from the crossing.

As shown in Fig. 1, the second gate-operating solenoid is indicated 17, and there is associated with each solenoid or motor a controlling means including a switch and electro-magnet for each track.y 1n the arrangement shown, there is an electro-magnet 36 'for the track 27 and an electro-magnet 37 for the track 26 associated with the solenoid 17 and similarly, at the opposite side, an electromagnet 36 for the track 27 vand an electromagnet 37 for the track 26 as* sociated with the solenoid 17. The-re are switches 38, 39, 38 and 39" cont-rolled by the respective magnets 36, 37, 36 and 37, and each set of controlling and operating means has a bus bar 40 or 40 by means of which the proper electrical connections are made between the rail sections and battery and the controlling and gate operating means, as will be apparent by reference to Fig. 1. The electrical connections are apparent from Fig. 1 without detailed description,y excepting as hereinafter included in describing` the operation of the apparatus.

The tra-'thc on the tracks 26 and 27 is toward the right and left, respectively, as seen in Fig. 1. Now, supposing that a train approaches the crossing on track 27 from the right, the wheels and axles of the train will bridge the rail 29 and rail section 35, to electrically connect them. The rails 28 and 29 are both connected by an electrical conductor 42 with one pole of the battery 22, so that the track circuits are closed from the respective insulated rail sections by way of the electrically continuous rails 28 'and 29. lVhen the train thus bridges the rail 29 and rail section 35, two gate-closing circuits are established for energizing the solenoids 17 and 17 to close both gates. One circuit includes the battery 22, conductor 42, rail 29, bridge or train connections between the rails, rail section 35, conductor 43, switch 38, contact 44 normally engaged by said switch, conductor 45, solenoid 17, and conductor 46 leading to the battery. The other similar circuit includes the battery 22,A conducto-r 42, rail 29, train connection between the rails, rail section 35, bridge conductor 47 connecting rail sections 34 and 35, conductor 48, switch 38, contact 49 normally engaged by the switch 38, conductor 50, solenoid 17 and conductor 51 leading to the battery. The solenoids 17 and 17 are thus energized, and will close the gates and hold them closed when the train is approaching the crossing. Vhen the train reaches the crossing, the gates are released so as to open. This is caused by the fact that the train bridges the rail 29 and rail Section 31 at the crossing, which closes or establishes two gate-releasing or opening circuits. One circuit includes the battery 22, conductor 42, rail 29, train connection or bridge between the rails, rail section 31, conductor 52, magnet 36 and conductor 46. Theother corresponding circuit includes the battery 22, conductor 42, rail 29, train connection, rail section 31, conductor 53, magnet 36 and conductor 51. The magnets 36 and 36 are thereby energized to attract the switches 38 and 38, respectively, so as to remove sai-d switches from the contacts 44 and 49 and bring them against the respective contacts 54 and 55. The circuits of the solenoids 17 and 17 are thereby opened by the switches 38 and 38', and the solenoids will therefbre become deenergized, and the gates can therefore return to open position.l Then, as the train leaves the crossing, the circuits of the solenoids are vkept open, to avoid the reclosing of the gates as the train leaves the crossing. Thus, when the train bridges the rail 29 and rail section 34, this will complete two open gate maintaining circuits, it being noted that the magnets 36 and 36 are energized as the train moves from the rail section 31 to the rail section 34. One vcircuit includes the battery 22, conductor 42, rail 29, train connection, rail section 34, conductor 48, switch 38, contact 56, magnet 36 and conductor 51. The other corresponding circuit jincludes the battery 22, conductor 42, rail 29, train connection, rail section 34, conductor 47, rail section 35, conductor 43, switch 38, contact 55, magnet 36 and conductor 46. This maintains the magnets 36 and 36 enp ergized while the train is leaving the crossmg along the rail section 34. The rail section. 34 is used to protect the crossing shoulda train back up on the track 27 from the left, inasmuchas the gates will be closed in identically the saine manner as if 'the train approached from t-lie right on track 27, because `the rail sections 84- `and 85 are connected by the bridge conductor a7. It yis .therefore necessary to` keep the circuits of the solenoids open while the train is leaving the crossing because of the use of the insulated rail ,sections at the op posite sides ofthe crossing. then the train leaves the rail section 34, the circuits Ilast described will fbe opened, .and the magnets 86 and 86 will become deenergized, releasing the switches 38 and 38 which will move back againstthe respective contacts L9 and dei, whereby `the approach of another train toward the crossingA or the backing yup of the train which has left the ra-il section B-l, will again close the gates.

The operation is substantially the saine when a train approaches `the crossing on the track 26 from the left, excepting that the magnets 37 and 87 and` switches 39 and 89 are used instead ofthe magnets land switches as above `described in connect-ion with trackv y27. Thus, when the train moves `on the -rail -section32, t-wo Vgate-closing circuits are established. @ne `circuit lincludes the battery 22, conductor 42, rail 28, train connection, rail section 32, conductor 57, switch 39, contact 58 normally engaged vby said switch, conductor 59,;solenoid 17 and conductor 5l. The 4other circuit includes the battery V22, conductor 42,1'ail 28, train connection, rail section 32, "bridge conductor 60 connecting the rail sections 32 `and 88, conductor 61 leading troni-'the rail section 38, switch 39', Acontact 6,2 normally engaged by said switch, conductor 63, solenoid 17 and conductor 4G. This will energize the solenoids and close the gates. Then the train reaches the crossing the circuits of the solenoids are broken in the same manner as hereinbefore described in connection with Itrack 27. The gate releasing or opening circuits are established by the bridging of the rail 28 and i'ail section 30 by the train. One circuit includes the battery 22, conductor 42, rail 28, train connection, rail section 80, conductor 64, magnet 37 and conductor 5l. The other circuit includes the battery 22, conductor 42, rail 28, train connection, rail section 30, conductor 65, inagnet 37 and conductoi' 46. 37 and 87 are thus energized and will attract the respective switches 89 and 39 away from the contacts 58 and 62, so as to open the circuits of the solenoids and release the gates so that said gates move open. The switches 39 and 39 are thereby moved against the respective contacts 66 and 67, in

order that when the train leaves the crossing, the bridging of the rail 28 and rail section 33 will. establish open gate maintainniagnet 87 and conductor 511. circuit includes the battery 22, conductor 4-2,

The magnets' vtery 22, conductor 4-2, rail 28, train connection, rail section 88, conductor GO, rail section 82, conductor 57, switch 89, Contact 68, The other rail 28, train connection, rail section 38, conductor Gl, switch 39, contact 67, inagnet 87 and conductor 16. The magnets 37 and 37 are thus kept energized when the train leaves the crossing until `it passes from the rail section 88, which opens the circuits of said magnets and permits the switches 39 and 39 `to again move `against the contact 58 and respectively. Thus, should the train back up toward the crossing and move on the rail section 33, the gate closing circuits will be established`v the saine as when the train moved on the rail section 32, it being noted that the rail section 82 4and 88 are connected by the 4bridge conductorl). "The gates will therefore be closed and opened by the. traffic in either direction on either track. The arrangement is such, furthermore, that when a train is on either track and is separated at the crossing to enable traiiic to pass across the tracks, such as sometimes happens when va long train is stopped `at the crossing, the gates will be closed by the approach `of `a train on the Vother track. Thus, supposing a train has moved to the crossing on ythe track 27, as above described, causing the gates to be closed and then opened, `with the ii'iagiiets 36 and 86 energized, the `train can be broken at the crossing and the sections thereof ypositioned on the rail sections and 35. This will enable vehicles and pedestrians to cross the tracks, Ibut should atrain approaclji the vcrossing on the track 26, the gates will be closed because the switches 39 and 39 are in position for the closing of the circuits of the solenoids 17 and 17, respectively. Thus, the gates will be closed, in any event, by the approach of a train toward the crossing, whether or not there is a broken train on the other track for the passage of tratlic, or whether the train on the othertrack is located at or leaving the crossing. In other words, when a train is at the crossing or leaving same on one track, this does not in any way interfere with the closing of the gates by a train approaching on the other track, and the arrangement can be multiplied for use on any number of tracks. Such precautionary measures arc especially desirable when a train is broken at the crossing on one track and traflic permitted on the road or thoroughfare across the tracks, so that a clear view along the other track is blocked or obstructed by the broken train.

The gates, although weighted or biased to swing open, move easily to closed positions so as to not require a great deal of electrical energy, and the apparatus is otherwise simple in operation and construction. The apparatus is also adaptable for use on either steam or electric railways.

The electromagnetic switches are all alike, and one of them is shown in detail in Figs. t and 5. The electromagnet 36 is mounted on a base 70 from which a bracket 7l and a pair of posts 72 and 7 3 project. An armature 74 is connected at one end to the end of the bracket 71 by means of a resilient flex plate 75, permitting said armature to swing toward and away from the pole of said magnet. A leaf spring 7 6 is also fastened to the end of the bracket, and an arched member 77 bears at one end against the spring and at its other end against the armature, with an adjusting screw 78 extending through said member 77 and threaded within the armature. By tightening the screw 78, the spring 76 and armature 7 l are moved toward one another, thereby increasing the tension of the spring` exerted against the armature for moving the armature away from the magnet. Thus, by adjusting the screw 78, the tension of the spring and armature is regulated. The armature 7 4 carries insulated contacts 79 and 80, and contact fingers or springs 81 and 82 are fastened to the ends of the respective posts 72 and 73, with the free end of the armature located between said contact fingers and the contacts or buttons 79 and 8O are also reversed. The respective conductors are connected to said contacts and fingers, and when the magnet is deenergized, the armature 74 in moving away from the magnet will bringY the Contact 79 against the finger 81, whereas when the magnet is energized and the armature 7 4 attracted to the magnet, the contact 80 is brought against the finger 82 thereby opening and closing the corresponding circuits.

Having thus described the invention, what is Claimed as new is The combination of two railroad tracks, one rail of each track having an insulated rail section at the crossing and other insulated rail sections at both sides of the crossing, a source of electrical energy connected to the other rails of the tracks, crossing gates at opposite sides of the tracks, an electric motor for operating each gate, a pair of electro-magnets associated with each motor, the motors and electro-magnets each having one terminal connected to the source of electrical energy, electrical connections between the first named insulated rail section of each track and the other terminals of one electro-magnet of each pair, switches controlled by said electro-magnets, electrical connections between the other insulated rail sections of each track and the switches of the corresponding' magnets, said switches being normally connected with the other terminals of said motors and when attracted by the magnets opening said connections and making connections with the last named terminals of the corresponding magnets, whereby a train approaching the crossing in either direction on either track will operate both gates, and whereby both gates are also operated when a train approaches the crossing on one track with a train on the other track which has moved to or beyond the first named insulated rail section thereof at each crossinn.

In testimony whereof I have signed my name to this specification.

ARO M. HARVEY.

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