US1199342A - Automatic electric crossing-gate. - Google Patents

Description

J. BRIGGS.

AUTOMATIC ELECTRIC CROSSING GATE.

APPLICATION FILED DEC. 19' 1914. I

1,199,342, v PamntedSept. 26, 1916.

4 SHEETS-SHET l.

Elwin!!! J. BRIGGS.

AUTOMATIC ELECTRIC CROSSING GATE.

APPLICAHON FILED DEC. :9, 1914.

4 SHEETS-SHEET 2 Mo: 1 [jg \q I g Jum'ulmwmllllmwl l 11 a g y, 6

J. BRIGGS. AUTOUA'HC ELECTRIC CROSSING GATE.

1,1 APPUCATKON FILED DEC. 19. I914- Patentedseptl 26 4 SHEETS-SHEET 3.

J. BRIGGS.

AUTOMATIC ELECTRIC CROSSING GATE.

APPLICAHON man DEC. 19. 1914.

1 ,1 99,342. Patented Sept. 26,1916.

4 SHEETS-SHEET 4.

JAY BRIGGS,

or noornsron,

ILLINOIS.

AUTOMATIC ELECTRIC CROSSING-GATE.

Specification of Letters Patent. Paa'jfintetl Sept. 26, 1916- Application filed December 19, 1914. Serial No. 878,060.

To all whom it may concern:

Be it known that I. JAY Braces, a citizen of the United States, residing at Hoopeston, in the county of Vermilion and State of Illinois, have invented a new and useful Automatic Electric Crossing-Gate, of which the following is a specification.

This invention relates 'to automatic elec tric crossing gates of the type disclosed in my Patent No. 1,134,581, dated April 6, 1915, and the main object of the present invention is to provide electric controlling means for such gate which will not interfere with the usual operation of the ordinary block signal system. The controlling apparatus for the type of gate disclosed in my said patent requires track sections at each side or the crossing which are open-circuited and are closed by the passage of the train thereonto. In block systems in general use the track sections are normally on closed circuit and in order to adapt my invention for use in connection with a track protected by block signals I provide means hereinafter set forth for normally putting the track sections adjacent to the crossing on closed circuit and for interrupting such closed circuit connection only during the time that the train is in position to control the gate, thereby enabling the gate apparatus to operate in the required manner without interfering with the proper operation of the block signal system.

The accompanying drawings illustrate an embodiment of my invention, and referring thereto Figure 1 is an elevation of the switch board ap v aratus for controlling the gate motor, said motor and a portion of the track adjacent to the crossing being shown connected to said switch board; Fig. 2 is a vertical section of the gate means taken transversely of the track; Fig. 3 is a vertical section on line w zc of Fig. 2; Fig. at is a diagram of the circuit connections for the track sections controlling the gate, the parts being shown in the position occupied when the first wheels of the train are entering the gate controlling section; Fig. 5 is a vertical sectional view of one of the track switches shown in Fig. 4; Fig. 6 is a view similar to Fig. 4:, the parts being shown in position occupied when the last wheels of the train are entering the crossing section. I

The switch board and gate apparatus are substantially as shown in my previous patent, but in order to properly explain the op eration of my improved system controlling the same, such apparatus may be described as follows: The gate apparatus is located at the crossing 1 where it traverses the track rails 2 and comprises, for example, in case of a single track, two gate arms 5 and 5, mounted at opposite sides or" the track. A. motor 10 is connected to operate the gate arm 5 at one side of the track through gearing indicated at 9, and a drive connection 102 is provided from such gearing to the gate arm 5 at the other side of the track, so that said arms 5 and 5 operate in unison.

The motor 10 is controlled from the switch board indicated at 3, said switch board being provided with an armature switch 4 for controlling current through the. armature of the motor to drive the motor in one or the other direction, and a main switch 6 for controlling the circuit to start the motor when.

a train enters a gate-controlling section. The main switch lever 6 is operated in reverse directions by two solenoids 11 and 12 and is normally held in neutral or intermediate position by springs 13 operating on collars 1% on bar 15, said bar sliding in guides 16 and said collars engaging an arm 17 connected to the switch lever 6. Switch lever 6 is also provided with an arm 18 having a contact segment 19 normally bridging two fixed contacts 20 and 21. Switch lever 6 carries at opposite sides of its pivot, main switch contacts 22 and 23 which normally engage respectively with pairs of fixed contacts 2 1, 25 and 2 1, 25. Above these pairs of contacts but normally out of contact with the switch contacts 22 are pairs of contacts 26, 27 and 26, 27. Means are provided for locking the main switch lever temporarily when it is operated in either direction, said means consisting, for example, of shoulders 30 on the bar 15 aforesaid adapted to be en gaged by locking bars formed as, or connected to, cores 31 and 31 for locking solenoids 32, 32. Said cores 31 and 31 carry, respec tively, switch bars 3%, 3st adapted to normally bridge the respective pairs of contacts 35, 36 and 35 36. The switch bars 34 and 31 carry a latch 37, 37 adapted to engage and operate a trip switch 38 or 38 which are normally held in contact with fixed contacts 39 and 39, for example, by springs 40. The

armature reversing switch 4: is-adapted to brldge the respective pairs of contacts 41, 41 and 4:2, 42 being for example held in contact with contacts all and 41 by gravity and drawn into contact with contacts 42 and 42 by the operation of the core 4E3 of a solenoid 44.

' Switch means is provided for reversing the connections of the motor after the gate has been operated so that on further energization of the motor the gate will be restored to normal position. Said switch means may consist of contact 50 carried by a rod 51 which is moved in one direction or the other by arms and 52 adapted to be engaged by a pin. 53 connected to the gate carrying member 9, said contact 50 being adapted to engage a pair of fiXed contacts 51 when moved in one direction, and a pair of fixed cont-a cts 52 when moved in the opposite direction.

The complete system of track section connections is shown in Fig. 4. Adjacent to the crossing 1 one of the track rails, indicated at 7, may be formed as an electrically con-- tinuous rail extending for the whole length of the block indicated at B, the adjacent blocks A and 0 being insulated therefrom. The other rail of the track may be divided into twosections 8 and 8 at opposite sides of the crossing and short reversing sections 8 and 8 between the respective sections 8 and 8 and the corresponding rail of the neXt block. Switches 12, 12 and 12 operated by solenoids 54, 54 and 549 are provided adjacent to the breaks between the respective sections 8, 8, 8 and 8*, said switches being normally closed so that all said sections constitute normally a continuous rail section adapted for operation in the usual manner.

of the ordinary block system.

55 indicates the track battery for the block system having opposite sides connected to the respective sides or rails of the track of block B, and 56 indicates the block signal relay connected across the track so as to be normally energized by said track battery by current passing through the normally continuous rail sections of block B.

Near the outer end of the track sections 8 and 8 are provided track switches 58 and 58 which may be of any suitable type, for example as shown in Fig. 5, consisting of levers normally pressed away from the contact 59 by the spring 60 and pressed onto said contact by engagement therewith of the wheels of the train. These switches 58 are of the usual stick switch type, shown in Fig. 5, provided with electromagnetic means for holding the switch closed when it is moved to closed position by operation of a train wheel, the switch being retained in that position until the circuit is broken at the trip switch 38 or 38 of the gate operating means. One side of each of said track switches is connected by wires 61 and 61' respectively to a wire 62 which extends substantially the length of the sections 8 and 8 and is connected to one side of magnet 54. The other side of the magnet or solenoid 54. is connected by wire 63 to magnet or solenoid 54 controlling the magnetic break switch for the middle break between the sections 8 and 8. From said solenoid 54? a wire Get leads to a magnet 65 whence a wire 66 leads to wires 67, 67 connected to one side of low voltage batteries 68, 68. Batteries 68 and 68 are connected at their other sides re spectively to wires 70 and 70 both leading to a wire 7O connected to trip switch 38. A wire 71 connects the contacts 39, 39 of the two trip switches and a wire 72 leads from the trip switch 38 to solenoid 54*. From the other side of said solenoid 54* a wire 7 3 leads to wires 7 4;, 7 4: connected to the other side of the track switches 58, 58 aforesaid so that on closure of either of said track switches a circuit will be established from the batteries 68 and 68 through the several solenoids 54, 54: and 54: in series relation, this circuit also including the magnet 65 and the trip levers 38 and 38.

The magnet 65 is for the purpose of putting the controlling circuits for the switch board 3 in operative connection with the track sections 8 and 8 when the circuit through said magnet is energized by closure of one of the track switches 58, 58. The armature 76 for said magnet cotiperates with four contacts 77, 7 8 and 77, 78. Contacts 77, 77 are connected by wires 80, 80 to the track rail section 7 aforesaid. Contacts 78, 78 are connected to wires 69, 69 leading to one side of batteries 68, 68 so that on closure of armature 76 on said contacts 77, 78, etc., the batteries 68, 68 are put in connection with track rail section 7. From wire 67 con:

nected to battery 68, a wire 82 leads to a relay magnet 83, whence a wire 84 leads to track rail section 8. Similarly a wire 67 connected to battery 68 leads to a relay magnet 83, whence a wire 84 leads to track rail section 8. The armatures 86, 86 of the re spective relays 83, 83 coiiperate with front contacts 87, 87 normally open circuited, said armatures being connected respectively by wires 88, 88 to one side of main gate operating battery 89, and the said front contacts for said armatures being connected by wires 90 and 90 respectively to the contacts 36 and 36 of the switch board 3. A hand switch 92 is interposed in the wire 90 aforesaid but as said switch is closed at all times during the operation of the apparatus it will be disregarded in tracing the circuits. From the fixed contacts 35, 35 of the switch board wires 93,93 lead respectively to the contacts 24, 24 of the main switch 6. From the contacts 25, 25, of said switch, wires 95, 95 lead respectively to solenoids 11, 12 both connected by wires 96 and 96 to a wire 97 connected to contacts 26, 26 of the switch board, a wire 98 leading from said Contact to a field terminal '99 of1the motor 10. The other :field terminal 100 of such motor is connected by Wire 101 to a-common return wire 102 leading to oneside-of the main battery 89, the other side of said battery'being connected .to wires '88 [and 88 as above described. Bar 15 carries switches 120 and 120 adapted to close a circuit at contacts 121, 122 and 121. Contacts 122 and 122 are connected by wires 136 and 136 to respective solenoids 32, 32 whence wires 135 and 135 lead to wires 90, 90 respectively. Contacts 121 and 121 are connected together by a wire 137 which is-connected by wire 137 to return Wire 102.

The solenoid '44 for operating the armature switch 4is connected at one side by wire 105 to the contact27 ofthemain switch and at the other side-by wire 106 to the-common return wire'102 aforesaid. A wire 129 leads from wire 98'to contacts 42 and 41 of the switch 4. "Contacts 42 and 41 of said switch are connected respectively by wires 130 and 131 to oppositesides ofthe armature of the motor 10. l/Vire 131 is connected by wire 132 to one of the contacts 52 for switch 50, the other contact 52 being connected by wire 133 to battery return wire 102. Wire 130 130011- nected by wire 132 to one of the contacts 51 for switch 50, the other contact 51 being connected by wire 133 to return wire 102.

The reversing sections 8 and 8 of the track areprovided with relays 108and 108' connected by wires 109 109 to sections 8 and 8 and by wires 110-and 110 to the continuous rail section 7. The armatures 111 and 111 of these relays are connected by wires 112 and 112to said track rail 7 and the back contacts 113 and 113 of said relays are connected by wires 114 and 114' to relays 116 and 116 whose other sides are connected by wires 117 and 117 to the wire 82 aforesaid. Armature of rela-ys116 and 116 operate to close circuit connections 118 and 119, 118 and 119, between wires 88 and 90, and 88 and 90, similarly to the action of armatures 86 and 86.

The operation is as follows: Normally the trackswitches 58 and 58 are open and tht magnetic break switches 12 and 12 and 12 are closed so that the block B is adapted to operate on closed circuit-to control the block signal relay 56 in the usual manner. \Vhen a train enters the section 8, for example, the first wheels that pass-over the track switch 58 for that section operate to close saidtrack switch, said track switch being closed causes the electromagnets for said track switch to retain the switch in closed position, thereby closing a circuit from battery 68 through wire 70, wire 7 0 trip switch 38, contact 39, wire 71, contact 39, trip switch 38, wire 72, magnet 54", wire 73, contact 59, switch 58, wire 61?, wire '62,'magnet-54, wire 63, magnet 54, wire 64, :magnet 65, and wire 66 to wire v67 leading'to the other sideof the battery 68. The solenoids 54, 54 and 54* being thereby-energized, operatethe respective switches 12, 12 and 12 to open the connections between the several rail sections 8 ,18, 8 and 8 and at the same timethe magnet'65 operates its armature 76 to close connection at contacts '77, 78, 77 and 78 thereby putting the batteries 68 and 68 in connection with the track rail section 7. The train being on section 8 closesconnection between the said section and section 7 through the car wheels, and a circuit is established as follows: through wire 69, contact 78, armature 76, contact 77, wire 80 to track rail section 7 through car wheels to track rail section 8, thence through wire 84, magnet 83, wire 82 and wire 67 back to the other side of the battery 68. The armature 86 of the relay 83 then closes connection at contact 87 establishing a main battery circuit as follows: from battery 89 through wire 88, armature 86, contact 87, wire 90 to con- "tact 36 on theswitch board, thence through switch board 34, contact 35, wire 93, contact 24, switch contact 23, contact 25, wire 95, solenoid :12 and wire 96 to wire 97 leading to contacts 26 and 26 through wire 98 to field magnet of the motor 10 and from said field magnet through wire 101'and wire 102 back to the other side of the battery 89. The solenoid 12 being energized, moves the connection between main switch 6 so as to close the contacts 26 and 27 by means of contact 22 and also moves bar '15 so as to bring switch 120 into contact with fixed contacts 121 and 122. At this time current will fiow from battery 89 to contact 26 as above described, thence through contact 22, contact 27, wire 126, wire 105, solenoids 44, and wire 106 to the return wire 102 leading to the other side of the battery '89. Solenoid 44 then draws up the armature switch 4, making a circuit torthe armature of the motor 10 as follows: from battery 89 towire 98 as described, thence through wire 129, contact 42, switch 4, contact 42, wire 130 to the motor armature and thence through wire 131, wire 132, gate controlled switch 50 and contacts 52 to wire 133 leading to battery return wire 102. Themotor then operates to lower the gate, this operation being continued until the switch 50 is moved from contacts 52 and on to contacts 51, the operation of the motor then being stopped by breaking its energized connection at 52. As the train begins to pass onto section 8 it closes connection between the track rail sections 8 and 7 and as the armature 76 is stillclosed on contact 77 and 77, 78 and 78, current will flow from battery 68 through wire 69, contact 7 8, armature 76, contact 77, 'wire 80 to track rail section 7, thence from battery '68 j through car wheels to rail section 8 through wire Sat, magnet 83, wire 82 and wire 67 back to the other side of the battery 68. The armature 86 of the relay magnet 83 then closes connection at contact 87 establishing a circuit as follows: from battery 89 through wire 88, armature 86, contact 87, wires 90 and 93, switch 92, wire 90, wire 136 to solenoid 32, thence through wire 135, contact 122, switch 120, contact 121 and wire 137 to the battery return Wire 102. Solenoid 32 then draws down the switch member 34L breaking the circuit at contacts 35 and 36 and locking the bar 15 by engagement of the core 31 with the shoulder 30 on said bar. When the last Wheels of the train pass of]? of section 8, relay 83 is denergized and circuit of solenoid 12 is thereby broken and the main switch returns to normal position, the switch 120 being held closed by locking means 31 and 30. The operating connection for solenoid 44: is broken as member 22 of switch 6 leaves contacts 26 and 27 and the switch a then falls into position to close connection between contacts r11 and 41 and current will then pass from battery 89 through wire 88, contacts 20, 19 and 21 to wire 97, contact 26 thence through wire 98, wire 129, contact 41, switch 4;, contact 11, wire 131, armature of motor 10, wire 130, wire 132, contacts 51 and switch 50, wire 133 to battery return wire 102. The motor 10 will then operate the gate to raise the same until the gate-operating switch 50 is moved to position to open contacts 51 and to close contacts 52. Finally when the train has passed off section 8, relay 83 is also decnergized by the opening of its circuit at the track thereby breaking the circuit of the locking magnet 32 which allows core 31 to be raised by its spring so as to raise switch 31 and at the same time to disengage member 31 from shoulder 30. This allows the switch 120 to return to normal position. As the switch 3-1 returns to normal posi tion it trips switch 38 and breaks the circuit of magnetic break switch solenoids 54c,

and 5 1 and magnet 65, thereby restoring all the parts to normal position and putting the block B on closed circuit again.

The function of switch 3st is to open the .circuit of solenoid 11 as soon as the train passes from section 8 to section 8, thereby preventing the main switch from being operated in the reverse direction under these conditions. Similarly switch 34: operates to disable operating; circuit for solenoid 12 when the train passes from section 8 onto section 8.

When a train enters from the left it operates the switch 53 to close the energizing circuit for the magnets 54 5&2 etc., and the operation proceeds in similar manner to that above described, to first lower the gate and then to raise it as the train passes onto the section 8, the main switch 6 being in this case operated by solenoid 11, and operating to close switch 120. The magnets 108 and 108 for sections 8 and 8 are normally energized from the block signal battery55 so that their armatures 111 and 111 are held out of contact with contacts 113 and 113 respectively. When a train entering from the left passes over section 8 it temporarily deenergizes magnet 108 but as soon as the train has passed fully onto section 8 magnet 108 is energized and opens contact at 113.

If the train after passing onto section 8 and operating the gate mechanism as above described, to lower the gate, then backs off of section 8 without passing onto section 8, the wheels of the train will connect rail sec-' tions 3 and 7, short-circuiting magnet 108 and causing the armature 111 of said magnet to drop, closing contact at 113. Current then passes from battery 68 through wire 69, contact 78, armature 76, contact 77, wire track section 7, wire 112, armature 111 contact 113, wire 114;, magnet 116, and wires 117 and 67 back to the other side of battery 68. Magnet 116 then raises its armature 119 closing contact at 118 and current then flows from battery 39 through wire 88 to armature 119 thence through contact 118 to wire leading to contact 36, for switch 3 1. From wire 90 current passes through wire 135 to solenoid 32, contacts 122, 120, 121 and wires 137 and 102 back to battery 89. Solenoid 32 then opens switch 34: and therebyopens the circuit for energizing solenoid 11 for main switch 6, and allows said switch to move to normal position, switch 120 being retained in closed position by core 31 of solenoid 32. Movement of switch 6 to normal position breaks the energizing circuit for solenoid 4: 1, at contact 27 and the motor 10 is then operated to raise the gate in the manner above described. lVhen the train backs wholly 011' of section 8 relay 119 is denergized and the solenoid 32 is consequently also denergized, with the result that switch 3% returns to normal position, opening the trip switch 38 momentarily and breaking the circuit of magnets 5 1", 54 etc., so as to return all parts to normal position.

In .applying the invention to a' double track railway the gate apparatus may be made in duplicate cross connection units as shown in my patent above referred to.

What I claim is:

1. A crossing gate apparatus adapted for operation with a track having a block signal, said apparatus comprising a gate, an electric motor for operating the same, and means for controlling said motor comprising insulated track sections adjacent the crossing, switch means for controlling said motor and a circuit including a source of current and said insulated track sections and also including means for operating said motor switch means on closure of said circuit by a train, magnetic break means for normally connecting said insulated track sections to close the track circuit for the block signal, and train-operated means for opening said magnetic break means when a train passes onto one of the insulated sec tions at the crossing.

2. A crossing gate apparatus adapted for operation with a track having a block signal, said apparatus comprising a gate, an electric motor for operating the same, and means for controlling said motor comprising insulated track sections adjacent the crossing, switch means for controlling said motor and a circuit including a source of current and said insulated track sections and also including means for operating said motor switch means on closure of said circuit by atrain, magnetic break means for normally connecting said insulated track sections to close the track circuit for the block signal, and train operated means for opening said magnetic break means when a train passes onto one of the insulated sections at the crossing, said train operated means comprising a controlling circuit for said magnetic break means and train operated switches in said circuit.

3. A crossing gate apparatus adapted for operation with a track having a block signal said apparatus comprising a gate, an electric motor for operating the same, switch means for controlling said motor, insulated track sections adjacent the crossing, a ci.r-.

cuit including a source of current and said insulated track sections and also including means for operating said motor switch means on closure of said circuit by a train, train-controlled means for normally connecting said insulated track sections to close the track circuit for the block system and for breaking connection between said sections when a train is on one of the sections.

including said insulated track sections and switch operating means for said circuit to close the gate when a train passes onto an insulated track section in advance of the gate and to open the gate when the train passes onto the insulated track section be yond the gate, and means operated by said motor controlling means on completion of operation of the gate to open the controlling circuit which maintains the insulated track sections in disconnected condition so as to restore the track sections to closed circuit condition for control of the block signal.

5. In combination with a railway track provided with insulated track sections, a crossing gate located between said sections, an electric motor for operating said gate, electric controlling means for said motor, and a controlling circuit including said controlling means and said insulated track sections for controlling said motor to close said gate when a train passes onto the section in advance of the crossing and to open the gate when the train passes onto the section beyond the crossing, an insulated reversing track section beyond the aforesaid track section at either sideof the crossing, and electric controlling means connected to said reversing track sections to control the gate operating motor to open the gate.

In testimony whereof I have hereunto set my hand at Hoopeston, Illinois, this 16th day of December, 191%.

JAY BRIGGS.

In presence of C. M. BRIGGS, MAMIE :KAVANAUGH.

Copies of thil patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. 0."

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