US1080439A - Automatic railway-gate. - Google Patents

Description

G. GRUNOW. AUTOMATIC RAILWAY GATE.

APPLICATION FILED JULY 5, 1918 1 080,439.

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Patented Dec. 2, 1913.

C. GRUNOW.

AUTOMATIC RAILWAY GATE.

APPLIUATION FILED JULY 5, 1913.

1,080,439, Patented Dec. 2, 1913.

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v AUTOMATIC RAILWAY GATE.

APPLIOATION FILED JULY 5,1913.

1,080,439, Patented Dec. 2, 1913.

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CHARLES GRUNOW, OF SHEBOYGAN, WISCONSIN.

AUTOMATIC RAILWAY-GATE.

To all whom it may concern:

Be it known that I, CHARLES GRUNOW, a citizen of the United States, residing at Sheboygan, in the county of Sheboygan and State of WVisconsin, have invented a new and useful Automatic Railway- Gate, of which the following is a specification.

The present invention appertains generally to railway gates, and relates more particularly to an automatically operated railway gate.

One of the objects of the present invention is to provide a novel and improved means for automatically lowering or closing the gates, as a train approaches the crossing.

Another object of the present invention is to provide novel means cooperating with the rail or rails of the railway track, whereby the wheel flanges of the train are employed for depressing or lowering the gates.

A further object of the invention is to provide a mechanism of the character indicated which shall be so constructed and operated as to carry out the functions desired in a highly eflicient manner, and in such a way, as to avoid accidents to the present device.

The present invention also contemplates the provision of a mechanism of the nature indicated which shall be comparatively simple and inexpensive in construction, as well as being simple and efficient in its operation, and not requiring the usual gate keeper or watchman.

The present invention has for another object to provide in a device of the character specified, an audible signal which shall be sounded or brought into play when the gates are lowered or closed.

WVith the foregoing general objects outlined and with other objects in View, which will be apparent as the nature of the invention is better understood, the present invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing from the spiritof the invention.

The invention has been illustrated in its preferred embodiment in the accompanying drawings, wherein- Figure 1 is a plan view of a railway track and crossing gates 'as equipped with the Specification of Letters Patent.

Application filed July 5, 1913.

Patented lDee. 2,1913.

Serial No. 777,480.

present invention, parts being broken away. Fig. 2 is a side elevation of the device, parts being broken away, and the view being somewhat diagrammatical. Fig. 3 is a perspective view of the means for locking the gate actuating means in position after the gates have been lowered. Fig. t is a sectional detail. F 5 is an enlarged side elevation of one rail of the track, and one of the tread levers. Fig. (5 is a diagrammatical view of the audible signal or alarm. Fig. 7 is a sectional detail of the clutch. Fig. 8 is a diagrammatical plan view illust 'ating how the tread levers and bar are applied to the two rails of the track.

Referring specifically to the drawings, the two rails of the railway track have been designated by the respective numerals 1 and 2. A pair of crossing gates 2-3 are provided at each side of the track, and are pivoted or fulcrumed to suitable standards or uprights f at the sides of the thoroughfare or roadway crossing the track. The gates may be of any suitable type, so that when they are raised, they will not interfere with the vehicular and pedestrian trallic, and in order that when the gates are lowered or depressed, they will obstruct the passage of vehicles and pedestrians along the thoroughfare, that is, over the track.

It is to be understood that the present invention may be applied to railway crossing gates now in use, the gates being preferably balanced so as to swing easily.

In carrying out the present invention, there is provided a main shaft 5 disposed transversely of the track, or longitudinally of the thoroughfare or road, and mounted for oscillation below the track and below the surface of the road bed with its ends protruding beyond both sides of the track. To each end of the shaft is secured a lever (i which has the links 7 pivoted to its ends or arms, and each of the links 7 is in turn pivoted to one arm of a hell crank lever 8 fulcrumed at the base of the respective standard or support 4. A link 9 is connected to the other arm of each of the bell crank levers 8, and is pivoted to a crank 10 carried by the respective gate 3. The levers 6 and S, and the cranks 10 are so disposed, that when the shaft 5 is oscillated, the gates, as a whole, will be simultaneously swung, either upwardly or downwardly, according to the direction in which the shaft 5 turned. A lever 11 is secured to the shaft 5 intermediate the rails 1 and 2, and an arm 12 is also secured or keyed to the shaft 5 adjoining the lever 11, for the purposes which will hereinafter appear. A pitman or connecting rod 13 connects the arm 12 with the stem or rod 1 of a piston head or plunger working within the cylinder 15, in order that when the shaft 5 is oscillated, the piston head or plunger working within the cylinder 15 will serve to cushion the movement of the shaft 5, and will constrain the shaft 5 to move slowly, or will prevent the shaft from being oscillated rapidly or excessively. This means for cushioning the shaft 4, or for constraining it to oscillate steadily, is merely typical, the same being capable of various alterations, or modifications, or indeed, any other suitable means may be provided for this purpose.

A pair of counter shafts 16 are provided at respective sides of the main shaft 5, the counter shafts 16 being suitably spaced from the main shaft 5, and being disposed transversely of the track. The counter shafts 16 are j ournaled below the rails of the track, and an arm 17 is keyed or secured to each counter shaft 16 intermediate the two rails. Links 18 connect the respective arms 17 with the arms of the lever 11, whereby the counter shafts oscillate in unison with the main shaft 5. Each counter shaft 16 has a loose gear wheel 19 upon the end thereof adjoining the rail 1, and a clutch 20 is feathered upon each counter shaft 16 adjoining the respective gear wheel 19. Each of the clutches 20 is slidably mounted upon the respective counter shaft, and is provided with means for engaging the associate gear wheel 19 at a predetermined position of the clutch ant gear wheel with respect to one another. Each of the clutches 20 is also operatively connected with a hand lever 21 carried by the track bed, in order that the respective clutches may be released from the gear wheels 19 whenever desired, it being understood that the clutches are normally in engagement with the gear wheels so that the gear wheels are thus constrained to oscillate with the center shafts.

In order to actuate the respective counter shafts 16 when a train approaches the crossing from either direction, there have been provided a pair of tread levers or treadles 22 disposed adjoining the inner side of the rail 1 and having their remote ends pivoted to the rail 1, or to an adjoining object, as at 23. The adjoining or inner ends of the levers 22 are free, and are normally elevated above the tread or ball of the rail 1, while the pivoted or fulcrumed ends of the levers 22 are disposed below the tread or ball of the rail 1. To the inner or free end of the levers 22 are pivoted depending or pendant rack bars 2 1:, which intermesh with the respective gear wheels 19, whereby the 1 depression of the levers 22 will cause the gear wheels 19, counter shafts 16, and the main shaft 5 to oscillate or turn corre spondingly. It is to be understood that the tread levers 22 may be suitably disposed along the track or at suitable distances to each side of the'thoroughfare or street crossing the track, in order that the proper operation of the crossing gates will ensue. Each of the levers 22 is normally raised by suitable springs 25, which yieldably support the lever in an inclined position, as will be clearly apparent by reference to Fig. 5. The rack bars 24 and gear wheels 19 may be held in mesh by any suitable means, which need not be illustrated or described in detail. It is to be understood that the levers 22 are disposed adjoining the tread or ball of the. rail 1 whereby the wheel flanges are adapted to engage the respective levers 22 in order to depress the levers when a. train traverses the track adjoining the crossing. To the other end of each counter shaft 16, adjoining the rail 2, is secured an angular or radial socket 26, these sockets having their axes normally parallel with the rail 2, or in a horizontal position. Adjoining the inner side of the tread or ball of the rail 2 is disposed a tread bar or rail 27, it being noted that the free ends of the said levers 22 extend approximately to the counter shafts 16, while the tread bar or rail 27 extends between the counter shafts 16 at the other side of the track or adjoining the other rail. The tread bar 27 is supported by suitable guides 28 adjoining the inner side of the rail 2, and the tread bar 27 is provided adjoining its ends with the depending fingers or latch bolts 29, the latch bolts being disposed adjoining the respective sockets 26. Coiled wire compression springs 30 are housed within the tubular guides 26, for yieldingly supporting the tread bar 27 slightly above the tread of the rail 2, whereby the tread bar will be depressed by the train after the said levers22 have been depressed. It is to be observed at this point, that when either of the levers 22 are depressed by the approaching train, the respective counter shaft 16 will be oscillated through an angle of approximately which will bring the re spective socket 26 to an upright position, it being observed that the counter shafts in being connected, will cause both of the levers 22 to be depressed s1multaneously, and consequently both of the sockets 26 will be brought to an upright position. Then, after the tread bar 27 is depressed, the fingers or lat/ch bolts 29 will be projected or depressed into the sockets 26, so as to lock the counter shafts 16 against retrograde movement.

The audible signal mechanism embodies a segmental gear 81 secured to one end of the main shaft 5 and intermeshing with a pinion 82, the pinion 32 being provided with studs which are adapted to engage a tappet lever 34L. This tappet lever 34 has an actuating cord 35 attached thereto, the actuating cord being connected to a lever 36 carrying a suitable bell or gong 37. The lever 36 is preferably supported by one of the standards 4 for one of the gates. The signal mechanism is preferably so constructed that the gong will only be rung when the shaft 5 is oscillated in one direction, that is, when the shaft 5 is swung in such a direction as to lower the gates. It is to be understood that the alarm mechanism may be altered in its details according to the various circumstances.

The present device is applied beneath the surface of the track and road beds in any convenient manner, so that no encumber-ing or protruding parts will interfere wit-h traffic along the track, or along the thoroughfare.

After the apparatus has been installed, the operation thereof will be as follows: The tread levers 22 and bar 27 will be normally raised by their respective springs, and consequently, the gates 3 will be raised to permit the vehicular and pedestrian traffic over the tracks. Should a train approach from either direction, the flanges of the locomotive wheels will first ride upon the respective tread lever 22, so as to depress the said lever, whereby both counter shafts and the main shaft 5 will be oscillated, and consequently, the gates will be lowered, it being noted that both of the lovers 22 are depressed simultaneously, so as not to permit the locomotive wheels to strike the inner or free end of the tread lever disposed farthermost from the direction from which the train is proceeding. After the locomotive has depressed the respective tread lever 22, and approaches the tread bar 27, the tread bar 27 will be depressed by the respective wheel flanges, in order to project the latch bolts 29 into the sockets 26 which have been swung upwardly. Thus, the counter shafts will be locked against retrograde movement, and consequently the gates will be prevented from returning to initial or normal position, should the tread levers 22 be free for a slight interval. Ordinarily, in practice, there will be a car truck on one or the other of the levers 22, or on the tread bar 27, at all times so as to assure the gates being held in closed or depressed position. It will of course be understood that when the gates are depressed or lowered, the audible signal will be sounded, so as to warn any persons approaching the track. As soon as the train starts to leave the crossing, the tread bar 27 will he first permitted to rise, so as to release the counter shafts 1(3, and then, the respective tread lever 22 will be released, so

that the springs 25 will be brought into play for raising the crossing gates. It is to be understood that the retarding means including the air or cushioned cylinder 15 will constrain the mechanism from operating with excessive velocity, in order to insure against breakage or improper action of the device.

It occasionally happens that a train is stopped while on the crossing, such as when switching, or when a. train is held up for one purpose or another, in which case, the train is usually broken or separated at the cross ing, to permit the traffic to pass over the tracks along the thoroughfare. Supposing that a train is stationed or positioned over the present crossing, with a car standing over one of the tread levers 22, then that car standing directly over the thoroughfare, may be uncoupled from the aforesaid car, to permit the corresponding section of the train to be moved away from the crossing. Consequently, the other tread lever will only be held down by the aforesaid tread lever, which is depressed by the respective car. Now, by releasing the clutch 20 of the tread lever which is depressed by the car, the respective counter shaft 16 will be disconnected from the respective gear wheel 19, and consequently, the s 'irings of the other tread lever will raise the said tread lever, and will cause the gates to be raised to permit the vehicular and pedestrian traliic to cross the track. This operation can be made clearer by a specifi r application to the drawings. .leferring specifically to Fig. 1, supposing the endmost car of one section to be standing over the right hand tread lever 22, and supposing the other section. of the train to have been moved away from the left hand tread lever 22, then by nnlnipulating the right hand lever 21, the respective clutch 20 may be rehaised from the right hand gear wheel 1.), so as to release the counter shaft 16 at the right hand side. This permits the left hand lever 22 to be raised, so as to raise the gates. Now, when the two sections of the train are to be again coupled, after the section which has been drawn away from the left hand lever 22, is backed up over the left hand lever 22, the said lever will be depressed so as to again lower the crossing gates. The left hand lever 22 being depressed will swing the counter shafts 10 so that the sockets 26 will again be brought upright to receive the latch bolts 29 when the tread bar 27 is depressed by the section which is backed up. Prior to the coupling of the two sections, the right hand lever 2L is manipulated to engage the coupling 20 with the gear wheel 19, and then after the sections of the train have been coupled, it may proceed as usual, the gates being :uitomatimilly raised when the train leaves the crossin It will therefore be manifest that the present gate operating mechanism will be susceptible to such conditions which arise at a crossing, and will effectively carry out the functions desired.

It is to be observed that although the drawings and above description disclose the present device as applied to a single track, it will be apparent that the same may be applied to a double track with equal propriety and success, it merely being necessary to duplicate the parts associated with the rails, and to make other obvious changes.

Having thus described the invention, what is claimed as new is:

1. The combination with a railway track and crossing gates, of a pair of actuating means associated with the track at the opposite sides of the crossing, means for actuating the gates, and means for operatively connecting and disconnecting the respective actuating means to and from the gate-actuating means.

2. The combination with a railway track and crossing gates, of tread members assocated with the track at the opposite sides of the crossing and yieldingly supported, means for actuating the gates, and means for operatively connecting and disconnecting the respective actuating means to and from the gate actuating means.

3. The combination with a railway track and crossing gates, of a main shaft operatively connected to the gates, counter shafts operatively connected with the main shaft, tread members disposed at the opposite sides of the crossing, and means for opera tively connecting and disconnecting the respective tread members and counter shafts.

4-. The combination with a railway track and crossing gates, of train actuated means disposed at the opposite sides of the cross ing, means operatively connecting the said means whereby they operate simultaneously, and means connecting the second mentioned means and the gates, the second mentioned means including couplings for disconnecting either of the first mentioned means from the last mentioned means.

5. The combination with a railway track and crossing gates, of tread levers disposed at the opposite sides of the crossing and pivotally supported at their remote ends, the adjoining ends of the levers being raised, shafts disposed adjoining the adjacent ends of the respective levers, gear wheels mounted loosely on the shafts, racks carried by the adjoining ends of the levers and intermeshing with the gear wheels, clutches feathered upon the shafts to engage and disengage the respective gear wheels, and means operatively connecting the said shafts and operatively connected with the gates.

6. The combination with a railway track and crossing gates, of two train actuated means disposed at the opposite sides of the crossing, means for actuating the gates, means for operatively connecting and disconnecting the respective train actuating means to and from the gate-actuating means, and secondary train actuated means disposed between the first mentioned means and adapted to lock the second mentioned means when the first mentioned means are actuated.

7. The combination with a railway track and crossing gates, of a pair of rock shafts operatively connected together and operatively connected to the gates, primary train actuated means disposed at the opposite sides of the crossing and operatively connected with the respective shafts, and a secondary train actuated means disposed between the aforesaid means, the said secondary means and shafts having cooperating portions for locking the shafts after the first mentioned means and second mentioned means have been successively actuated.

8. The combination with a railway track and crossing gates, of a pair of primary tread members disposed at the opposite sides of the crossing, a pair of rock shafts operatively connected with the respective tr ad members, means operatively connecting the said shafts and operatively connected to the gates, and a secondary tread member disposed intermediate the aforesaid tread members, the secondary tread member and the shafts having interengageable mem bers, in order to lock the shafts after the primary and secondary tread members have been successively depressed.

9. The combination with a railway track and crossing gates, of a pair of primary tread members disposed at opposite sides of the crossing and associated with one rail of the track, transverse rock shafts associated with the track, means operatively connecting one end of each shaft with the respective tread member, means operatively connecting the shafts, whereby they operate in unison, and connected with the said gates, and a secondary tread member associated with the other rail and disposed intermediate the primary tread members, the secondary tread member and the other ends of the shafts having inter-engageable members, whereby the shafts are locked against rotation after the primary and secondary tread members have been successively depressed.

10. The combination with railway track and crossing gates, of a pair of primary train actuated means associated with the track and disposed at the opposite sides of the crossing, means operatively connecting the said means whereby they operate simultaneously, means operatively connecting the second mentioned means and the gates, and secondary train actuated means associatedwit-h the track and disposed intermediate the first mentioned means, the secondary train actuated means and the second mentioned means having cooperating portions whereby the second mentioned means is locked when the primary and secondary t'ain actuated means are successively actuated, and the second mentioned means including clutches for breaking the connections between the respective primary train actuated means and the third mentioned means.

11. The combination with a railway track and crossing gates, of a pair of primary tread members disposed at the opposite sides of the crossing and associated with one rail of the track a pair of rock shafts disposed adjoining the respective primary tread members, means for operativeiy connecting and disconnecting one end of each shaft and the respective tread member, mians operatively connecting the shafts whereby they move in unison and operatively connected with the gates, and a secondary tread member associated with the other rail and disposed intermediate the primary tread members, the secondary tread member and the other ends of the shafts having interengageable portions to lock the shafts after the primary and secondary tread members have been successively depressed.

In testimony that I claim the foregoing as my own, I have hereto aitixed my signature in the presence of two witnesses.

CHARLES GRUNQV.

W'itnesses JonN TASCIIE, EDNA RAMMING.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0.

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