US1288222A - Automatic silent railroad-crossing. - Google Patents

Description

v. SCHMIDT. AUTOMAIXC SILENT RAILROAD CROSSING.

APPLICATION FILED DEC. 18. 1917- Patented Dec; 17, 1918.

V. SCHMIDT.

AUTOMATIC'SILENT RAILROAD caossme.

APPLICATION FILED DEC. I8. 19l7- Patented Dec. 17, 1918.

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VALDEMAR SCHMIDT, OF LOS ANGELES, CALIFORNIA, ASSIGNOR' 0F ONE-HALF TO JOHN S. HENDERSON, 013 LOS 'ANGELES, CALIFORNIA.

AUTOMATIC SILENT RAILROAD-CROSSING.

Specification of Letters Patent.

Patented Dec. 17, 1918.

To all whom it may concern:

Be it known that I, VALDEMAR SCHMIDT, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Improvements in Automatic Silent Railroad-Crossings, of which the following is a specification.

My object is to make an improved silent railway crossing which may be automatically operated by the approaching cars, and my invention consists in the novel features herein shown, described and claimed.

Figure 1 is a plan showing two railroad tracks crossing two other railroad tracks at right angles, the tracks being provided at their intersections with automatic silent crossings in accordance with the principles of my invention.

Fig. 2 is a fragmentary detail perspective showing one railroad track crossing another at right angles, the tracks being provided with my automatic silent crossing.

Fig. 3 is a fragmentary plan at a point where one railway crosses another at right angles, parts being broken away and shown in section, the view being taken looking downwardly in Fig. 4.

Fig. 4 is a vertical cross-section on the line 4-4 of Fig. 3.

Fig. 5 is a plan view line tracks each having a the branch of one track track.

Fig. 6 is an enlarged fragmentary plan at the point -ain Fig. 5 where the branch rail leaves the main line rail.

Fig. 7 is a vertical cross-section on the line 7-7 of Fig. 6.

Fig. 8 is an enlarged fragmentary plan of the operating mechanism for closing the switch and at the point -bin Fig. 5.

Fig. 9 is a fragmentary vertical sectional detail on the line 9-9 of Fig. 8.

Fig. 10 is an enlarged fragmentary plan at the point -cin Fig. 5 Where the branch rail shown in Fig. 6 crosses the main line rail.

Fig. 11 is an enlarged fragmentary plan at the point -0?-" in Fig. 5 where the branch rail of the right hand track crosses the left hand track.

Fig. 1 2 is a able track and'e.

showing two main turn-out or branch, crossing the other U perspective of one of the movsections shown in Figs. 1,. 2, 3-

Fig. 13 is a perspective of the movable track section shown in Fig. 10.

Fig. 14 is a perspective of the movable track section shown in Fig. 6.

Fig. 15 is a perspective of the movable track section shown in Fig. 11.

My automatic silent railway crossing is especially adapted for street railways and the like where the cars all run one way on one track and the other way on another track, and the system I will show and describe is intended to operate in one direction only on a given track.

In Fig. 1, it will be assumed that the cars will run in the direction indicated by the arrows 1, 2, 3 and l. Movable track sections5 are inserted at each point where one rail 6 crosses another rail 7.

A movable track section 5 is shown in detail in Fig. 12 and consists of a circular fiat base plate 8, and a rail connecting plate 9 formed integral with the base plate 8 diametrically across its upper face and having track edges 10 and 11. A spindle 12' extends downwardly from the center of the base 8 and spur gears 13 and 14 are fixed upon the spindle.

In Fig. 2, I have shown the line 15 crossing the line 16 in Fig. l and in Figs. 3 and 4 I have shown the details of the intersection 17 in Figs. 1 and 2. The crossing 18' shown in Fig. 2 is made up of four intersection like that shown at 17 the surface of the track consisting of plates 19, 20, 21 and 22. A housing 23 is mounted below each intersection 19, 20, 21 and 22, and a circular recess 2% is formed in the intersection to receive the base plate 8, and the spindle 12 extends downwardly through the surface plateand through the box 23 into a bearing in the lower side of the box. The base 8 and the recess 24 are located so that the edge 10 will line up with the track edge 25 of the track 16 and the track edge 11 will track up with the track edge 26 of the line 15. The track edges 10 and 11 are parallel with each other in a right angled crossing and it takes a quarter turn of the base 8 to change the crossing from one track to the other, that is, to swing the track edge 10 out of alinement with the track edge 25 and swing the track edge 11 into: alinenient with the track edge 26, and vice versa. The track edges 10 and 11. are com siderable distance apart and parallel with ITO each other, and in order to bring these edges in line with the rails, the spindles 12 are located out of line with the tracks. This brings the centers of the base plates 8 outside of the fixed tracks and at angles of 15, relative to the inner edge of the fixed tracks, so that the larger portions of the base plates are utside of the tracks. Gear racks 27 and 23 are mounted in the housing 23 at right angles to each other and in mesh with the gears 13 and 1 1, respectively. A draw bar 29 connects the racks 27 in the housings under the intersections 19 and 22 and a simi lar draw bar 30 connects the racks 28 in the housings under the intersections 19 and 20. In a like manner the racks in the housing under the intersection 21 are connected to the racks in the housings under the intersections and 22. 31 extends from the draw bar 29 down the tr ck and is connected to the crossing actuator 32 so that as a car approaches the crossing going in the direction indicated by the arrow 1 in Figs. 1 and 2 the flange of the forward car wheel will strike the actuator 32 and throw the movable track mem bers 33, 3e, 35 and 36 into line so that the track edges 10 will line up with the track edges and make a continuous surface to carry the wheels over the grooves 37 in the other track.

The movable track members 33, 3e, and 36 are each constructed like the track section 5 shown in Fig. 12. A spring 38 is incorporated into the line with the operating draw bar 31. The actuator 32 has a head 39 mounted upon a pivot a1 in an opening e0 in the rail plate. An arm 12 extends downwardly from the head 39 below the pivot il and has a series of bearing recesses 13 in one side. A hook 1% is formed upon the end of the spring 38 to engage in the recesses t3, the tension of the spring or the adjustment or the parts being regulated by moving the hook 4A from one recess to another. A plate &5 is bolted to the arm to hold the hook as in the desirel one of the recesses iii. A set collar 46 is mounted upon the operating draw bar 31 upon the opposite side of a bearing 4.? from the spring 38 so that by adjusting the position of the set collar &6 the line up of the movable track sections may be adjusted to a nicety, the spring 38 yielding after the set collar i6 strikes the bearing 47.

An actuator -l8 is mounted in the line 15 and connected to the intersections 33, as, 35 and 36 so that when a car approaches the crossing in the direction indicated by the arrow 3 the front wheel will actuate the actuator i8 and tur the movable track men'ibers and bring the track edges 11 into line with the track edges 26 so that the car wheels will pass noiselessly over the grooves e9 in the track 16, i

An operating draw bar The intersections 19 20, 21 and 22 are substantially alike. Each is a right-angled cross having arms of equal length and having the grooves 37 and 19 in their upper faces, so that when the four intersections are placed together in the "form of a scuare the track crossing is complete.

The housings 23 have extensions 50 extending beyond the intersection plates and are provided with covers 51 through which the mechanisms in the housings are more or less accessible.

The draw bars 29 and 30 are mounted in suitable bearings 52 located in the housings 23 and extend through tubes extending through the ties 5% or between the ties as the case may be.

The racks 27 and cated upon the outer sides the way around.

The operating bars 31 may be extensions of the bars 29 or they may be spliced onto the racks or bars in any suitable way.

In Fig. the cars are supposed to run upon the main line track 55 in the direction indicated by the arrow 56 and upon the branch track 5'? in the direction indicated by the arrow 58. and the returning cars are supposed to run upon the main line track 59 in the direction indicated by the arrow 60 and upon the branch track 61 in the direction indicated by the arrow 62. The main line 55 is normally open and the switch to the branch track 57 is normally closed. The movable track section 6e. shown in Fig. 14 is similar to the movable track section shown in Fig.12 except in the shape 01": the rail connecting plate 64:, said plate being wedge-shaped in plan and having track edges 65 and 66. Referring to Figs. 5, 6 and 7, the track edge 65 is in line with the groove 67 in the main line rail. A housing 68 is mounted below the intersection track plate 69 and has an extension provided with a cover 70. -The rail connecting plate 6i is formed integral with the base 71 and this base is recessed downwardly into the track plate 69 and a spindle 72 extends dow wardly through the track plate and has gears 73 and 'T-i. A rack 75 mesnes with one otthe gears and the draw rod 76 is connected to this rack. mounted between the main line rails in front of the intersection and a pivot shaft 78 is mounted in this housing crosswise of the track. An 21111179 is fixed upon the irot shaft 78 and extends downwardly and is connected to a spring 80 and said spring 3 is connected to the end of the draw rod 76. An actuator 81 is fixed upon the .sl attiS in'a slot 82 in the uide frame 83, said guide 83 being mounted between the main line rails. The car will carry a trip which is extended downwardly by the motorman as the pp oaches the switch and the trip 23 are preferably loof the gears all A housing 7? is will engage the actuator 81 and move the upper end forwardly in the slot 83 thereby rocking the shaft 7 8 and throwing the arm 79 backwardly, thereby pulling on the draw bar 76 and rack 75 to move the rail connecting plate 6 1 so as to close the slot 67 and bring the track edge 66 into line and run the car onto the branch line 57.

Referring to Figs. 8 and 9, the housing- 8% is mounted beside the switch rail beyond the second main line track at the point Z2- in Fig. 5 and a draw rod 85 extends from this housing to a rack 8o in mesh with one of the gears 73 or 74. A spring 87 is connected to the end of the draw rod 85 and connected to an actuator arm 88 carrying the actuator head 89 mounted upon a pivot 90 in an opening 91 of the rail plate. A set collar 92 is adjustably fixed upon the draw rod 85 near a bearing 93, and a perforated ear 94 extends from the set collar 92. After a train of cars longer than the distance between the actuators 81 and 89 has advanced far enough to open the switch to the branch line, an operator must go to the point ?2 and insert a pin 95 through the ear 94 into the housing so that when the car wheels run over the actuators 81 and 89 they will not slam the switch members back and forth, the spring 87 yielding during this operation, and then when the cars have passed, all but the last wheel, beyond this point, the pin 95 must be withdrawn. The last wheel will move the actuator 89 to close the switch and Open the main line. When there is but one car passing the track and the distance between the actuators 81 and 89 is greater than the car length, the device operates automatically and the switch is set for the passage of the next car.

Referring to Fig. 10, the track connecting plate 96 at the point 0 in Fig. 5 is similar to the track connecting plate 64, except that the plate is more pointed and shorter, as shown in detail in Fig. 13, and has track edges 97 and 98. The intersecting track plate 99 has crossing grooves 100 and 101. A housing 102 is mounted below the track plate and is provided with a cover 103. The mechanism in the housing 102 i similar to the automatic mechanism shown in F ig. 2, there being an actuator 104 for the branch track and an actuator 105 for the main line track. When the car is to go on the main line, the actuator 105 will be operated to throw the track edge 97 into line with the groove 101 and the parts will stay in this position until a car is to go on the branch line. When a car has passed the switch to go on the branch line, the actuator 104 will be operated to throw the track edge 98 into line with the groove 100. The parts will stay in this position until another car passes on the main line.

Referring to Fig. 11, the track connecting plate 106 at the point cZ in Fig. 5 is shown in Fig. 15 and this plate is similar to the plates 64 and 96 except that the track edge 108 is practically straight and serves for both tracks, the second position being indicated by the dotted line 107. This track connecting plate is automatically operated both ways the same as the plate 96.

In a similar manner, automatic crossings are placed at each rail intersection, the details being varied to suit the angularity of the intersection and other conditions.

Various changes may be made in the details of construction without departing from the spirit of my'invention as set up in the following claims.

I claim:

1. In an 31113011131110 silent railroad crossing, an intersection plate having track grooves and track faces and having a circular recess intersecting the grooves and faces, a rail connecting plate rotatably mounted in the recess and having track edges adapted to line up with the track edges of the intersection plate, and means for operating the rail connecting plate from an approaching car; said means including a spring, an arm pivotally mounted, the spring being adjustably connected to the lOWer end of the arm, and an actuator head upon the upper end of the arm in position to be engaged by the car wheels, so that by properly adjusting the actuator, the track faces will be lined up by the passage of various car wheels.

2. In an automatic silent railroad crossing, a rail connecting plate adapted to be rotatably mounted, and means for operating the rail connecting plate from an approaching car; said means comprising an arm pivotally mounted, a spring adjustably connected t the lower end of the arm, an actuator head upon the upper end of the arm in position to be engaged by the passing car wheels, a rod connected to the spring, a gear rack upon the rod, a spindle connected to the rail connecting plate, and a gear upon the spindle in mesh with the rack.

In testimony whereof I have name to this specification.

VALDEMAR SCHMIDT.

signed my Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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