US1355492A - Railway-crossing gate - Google Patents

Description

E. A. MARTEL AND L. J. MERCIER. RAILWAY CROSSING GATE.

APPLICATION FILED MAR. 20. I920. 1,355,492.

Patented Oct. 12,, 1920.

6 SHEETSSHEET I.

[220 0226223 [211239 1! [Yd'i'i Zzwznka; f 1%1122 1 E. A. MARTEL AND L. J. MERCIER.

" Alia)?? Patentd Oct. 12,1920.

6 SHEET S-SHEET 2 E. A. MARTEL AND L. J. MERCIER.

RAILWAY CROSSING GATE.

APPLICATION flLl il) MAR. 20. I920- 1,355,492.

[22 (/fiZ [02v Patented Oct. 12,1920.

6 SHEETS-SHEET 3.

E. A. MARTEL AND L. J. MERCIER.

RAILWAY CROSSING GATE.

- I APPLICATION FILED MAR. 20. I920. 1,355,492.

Patented Oct. 12, 1920.

6 SHEE'lS-SHEET 4- l I l I I I I I Ill 0022]?! Iii l I I I [asd 1. fYar/ef 0022 Ida: [Merv-err 44 l 44 E. A. MARTEL AND L. J. MERCIER. .WAY CROSSING, GATE. AP ATION men MAR. 20, 1920.

1,355,492, Patented Oct. 12, 1920.

a e SHEE1SSHEET 5.

xii/0172a E. A. MARTEL AND L. J. MERCIER.

RAILWAY CROSSING GATE. APPLICATION FILED MAR. 20, 1920.

Patented Oct. 12, 1920.

6 SHEETS-SHEET 6.

' IINIHIHIIHI t IIHHHIIIHIHHIII IIH mum

" ill [120022 for;

[Zambia A Mir/e! Zmzzz'amr J/Yerev'er are liable to frequent derangement and thus UNITED STATES PATENT OFFICE.

nusnnn ALEXIS MARTEL AND m'zomzoAs JOSEPH MERCIER, or s'r. ISIDORE 'naucx- LAND, QUEBEC, CANADA.

RAILWAY-CROSSING- GATE.

Specification of Letters Patent,

Patented. Oct. 12, 1920.

Application filed March 20, 1920. Serial No. 367,317.

following is a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to a railway crossing gate for grade crossings between railways and highways, and, further, a gate of the type that is adapted to be automatically operated bythe approaching train to close the gate and to open the same after leaving the crossing, the said automatic op-, eration being accomplished by means of coacting connections.

The principal object of the invention is to produce a crossing gate which shall be infallibly operated by the train so as to be opened or closed which shall dispense with electrical, pneumatic, and other indirect means for closing and opening the gates, whichlatter to fail at critical times and to cause the power of the locomotive to act directly upon the'gate without the interposition of any other power to open and close the same.

The invention further consists in the special arrangement of shafts and pulleys by which the gates are connected together, so as to be raised and lowered simultaneously in opposite directions.

The invention provides for an auxiliary gate, which is adapted to be lowered to give warning of the approach of the train prior to the lowering of the safety gates.

The invention consists, furthermore, in the constructions and combinations of parts hereinafter described, and more particularly pointed out in the claims.

In the drawings accompanying this specification, we have illustrated our invention as applied to a single track railroad, but it is understood that the-same principle may be applied to a double track system, together with the specific and most approved designs of the details by which the parts coact with one another, andherein:

Figure 1 is a perspective view of .a roadway crossing on a single trackv road, provided with gates according to our invention;

Fig. 2 is a plan view of the same, with the locomotive schematically shown;

Fig. 3 is a side elevational view of that portion of the device against which the pilot of the locomotive engages; I

Figs. 4, 5 and 6 are detail elevational views of the operating levers, illustrating the various positions assumed by the same when engaged by the locomotive pilot to actuate the auxiliary signal gate;

Fig. 7 is a detail View of the signal gate and part of the mechanism therefor;

Fig. 8 is a detail view of thelever for actuating the signal gate; 0

Fig. 9 is a section on line 9-9 of Fig. 8;

Fig. 10 is a detail section with a portion of the plate broken away;

Fig. 11 is a section on line 11 -11 of igs. 12 and 13 are plan views of the levers;

Fig. 14 is a detail View of the gate operating lever;

reference, 1 and 2 indicate the gates proper which are preferably formed of bars Wl11Cl1 converge at their outer ends. The inner ends of the gates are pivotally secured to the standard housings 3 and 4 by means of the shafts 5 and 6 mounted in the upper enflls of the sidebars 7 and 8 of said standar s.

A shaft 9 connects standards 3 and 4 and extends beneath the track 10. Secured to shaft 9 are the pulleys 11 and 12 which operate in the base of the housings 3 and 4. and likewise pulleys 13 and 14 are mounted on the upper shafts 5 and 6. I

A standard housing 17 is arranged to one side of the highway crossing 16 and opposite at one end to a trip lever 24 mounted in the.

journal casing 25 at a relatively great distance from a crossing. This cable 23 is trained over the tackles 26 having link connection 27 to the posts 28 and over'the pulley 21 of standard casing 17 the cable 23 is then passed back over the upper surface of the tackles 26 and the opposite end is secured to the trip lever 29, pivotally mounted 'in thejournal casing 30. Springs 37 and 37' are secured at one end to housing casings 25 and 30 and at the lower ends of trip levers' 24 and 29. These levers 24 and 29 are formed with cut away portions 51 and 52 on one side which engage with lugs 53 and 54 on shaft 55 and 56. a V a Therefore, a locomotive after passing the gates strikes these levers 24 and 29 the same will be'forced in a direction opposite to and away from the gates without revolving or changing position of shafts 55 and'56 or lugs 53 and 54; I

Levers 24 and 29 are then returnedto a vertical position by thetension of springs 37 and 37.

By this means it will be seen that the signal gate 19 will not be needlessly operated after train haspassed the crossing.

j The trip levers 24 and 29 are spaced apart at such distance, so that upon the locomotive pilot engaging the trip lever 24, the signal arm 19 will be actuated, to dispose the same in the position indicatedin Fig. 7, that is, across the roadway 16. When the locomotive has passed lever 24, it will then engage lever 29 and such engagement will actuate cable 23 and elevate the signal 19 to itsnormal vertical position. r

The mechanism for actuating gates 1 and 2 will now be described. A trip lever 31 is mounted in the j ournal casing 3 1 and a cable 32 is trained at one-end over the pulley 11. in

the base of the housing 3. Thiscable 32' is likewise trained over the tackles 33, at-

tached to the posts 34 and at its opposite end, is wound around the pulley 35 on shaft 36, on which the trip lever 31 is mounted. A spring 37 is secured at one end to the housing plate 38 at the lower end of the tri i lever 31.

hen the pilot of the locomotive engages lever 31, the'latter is rocked on its pivotal connection'36 and resultantly' cable 32 is actuated, which revolvespulley 11. In this manner, cable 39, trained over pulleys 13 and 11, is moved, and shaft.9, is likewise actuated to move pulley 12. A cable 40 is mounted on shaft 42 and a cable 45 is trained at one end over pulley 44 and at the opposite end over pulley 12 on shaft 9 in the standard casing 4. j v When the pilot of thelocomotive strikes the lever 41 the pulley 44 is revolved, which actuates the cable 45 and in turn pulley 12. In this manner, the cables'39 and 40 in the casings 3 and 4 are actuated to cause the lowering of the gates 1 and 2. v

Levers 31 and 41 are formed with enlarged weighted base portions 46 and are formed with cut away portions 47 and 48 at each side which engage the lugs 49 and 50 on shaft 42. 1 By the provision of the cut away portions 47 and 48 withrespect to thelugs 4.9 and 50, the impact of the pilot'with the lever 417 .is modified and the lever owing to its weighted end will resume normal vertical position. Likewise lever 31 is of the same construction and it coiiperates with lever 41 in returning the gates 1 and 2 to vertical position.

In this manner, we have provided a crossing gate that is directly actuated by the locomotive and which first signals at the crossing upon the approach of the train and by contact of the lomotive pilot with the lever 41.

It is understood that the means of operating the signal arm is symmetrical on either side of roadway crossing but owing to the extreme difficulty of illustrating a' device of this nature and so that the drawingswill'be easily readable we have shown Having thus described our invention, 1 what we claim is:

lower end, said counterweight being cut away at opposite sides to form oppositely disposed shoulders, pins projecting from the shaft at opposite angles and disposed in the paths of said shoulders for contact therewith upon movement between said shaft and lever, cable connections between the gate and pulley,.and means operated by an 7 engine. or the like. for tripping said. lever and actuating the gate.

: nly one side ofthe operation in our views" as 1g. 1;

2. In an apparatus of the class described, the combination with the railway rails of a track and a gate pivotally supported adjacent to said track, a bracket mounted adjacent the rails convenient to the gate, a shaft journaled in said bracket transversely of the rails, a pulley keyed to said shaft, a lever fulcrumed on said shaft, said lever having its lower end increased in diameter and thickness, and equal extending opposite sides of the lever constituting a counterweight, said counterweight upon opposite sides of the lever being cut out in triangular formation and providing oppositely disposed shoulders arranged upon opposite sides of the lever, pins projecting from the shaft in opposite directions and extending in said out out portions of the counterweight for engagement with the shoulders thereof, cable connections between the gate and pulley, and an engine operating means for tripping said lever and actuating the gate.

In witness whereof we have hereunto set,

our hands.

EUSEBE ALEXIS MARTEL. LEONIDAS OSEPH MEROIER.

Images