US1399289A

US1399289A - Railroad-crossing

Info

Publication number: US1399289A
Application number: US362970A
Authority: US
Inventors: John F Brady
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-03-03
Filing date: 1920-03-03
Publication date: 1921-12-06
Anticipated expiration: 1938-12-06

Description

1. F. BRADY.

RAILROAD CROSSING. APPLIC-ATIO'N FILED MAIL 3. |920.

J. F. BRADY.

RAILROAD CROSSING. APPLICATION FILED MMI. a. w20.

1,399,289. Patented Dec. 6,1921,

3 SHEETS-SHEET 2.

J. F. BRADY.

RAILROAD CROSSING. APPLlc/mou man MAR. 3. |920.

Patented Dec. 6, 1921.

3 SHEETS-SHEET 3.

l jim/2252 UNITED STATES PATENT oFFlcE.

RAILROAD-CROSSING.

Specification of Letters Patent.

Patented Deo. 6, 1921.

Application led March 3, 1920. Serial No. 362,970.

T0 LZ1 't0/mm. t may concer-a: Be it known that I, JOHN F. BRADY, a citizen of the United States, and a resident of Colorado Springs, in thc county of El Paso and State of Colorado, have invented certain new and useful Improvements in Railroad-Crossings; and I do hereby declare that the following is a full, clear, and exact de scription thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in railroad crossings, and consists of the matters hereinafter described and more particularly pointed out in the appended claims.

The ob`ect of the invention is to provide a railroad crossing in which there will be presented to the wheels a substantially continuous rail head without any gap or open spa-cc while the train is crossing,-the necessary opening or space for the flange required in the rails which are ciossed, being normali)v bridged and closed on the track over which the train is passing.

Another object of the invention is to provide a crossing of the kind in which the blocks which bridge the gaps are made removable so as to be readily renewed, since they are parts of the crossing that are sub- `ject to the greatest wear.

The several advantages of the invention will appear as I proceed with my specification.

In the drawings Figure -1 is a top plan view of alrailroad crossing embodying my invention,-the

parts being in position for the train to pass on one track.

Fig. 2 is a view partly in end elevation and partly in section, the plane of the section being indicated by the line 2-2 of Fig. 1.

Fig. 3 is a. detail, vertical section, on an enlarged scale, through a part of the railroad crossing, the plane of the section being indicated by the line 3 3 o f Fig. 1.

Fig. 4 is a detail, verticalsection through a part ofthe railroad crossing, the plane of the section being indicated by the line H of Fig. 3.

Fig. 5 is another detail vertical section taken on the line 5-5 of Fig. 3.

Fig. 6 is a horizontal section taken on the line 6-6 of Fig. 2. Y

Figs. 'T and 8 are perspective views of switch or actuating bars embodied in my improved railroad crossing, which will be more fully described later.

Referring now in detail to that embodiment of my invention illustrated in the accompanying drawings "l0-10a. indicate the rails of one railroad track and 11-11a the rails of another track which crosses the first at an angle,-as shown herein, a right angle. The rails are of the usual cross section and each includes a head 12, a base 13, and a web 14.

15 indicates the several rail parts which are located in the several rails intermediate the rails which cross them. Each of said rail parts 15, has its head 12, cut away at its ends to provide gaps 16 (see Fig. 3) for the passage of a wheel flange. Said gaps are considerably wider and deeper than the usual flange gaps in railroad crossings as now constructed.

As shownv herein, the heads 12 of the rail parts 15 are beveled in a direction longitudinal of the rail, adjacent the gaps 16, to provide inclined seats 17. `(See Figs. 3 and 5.)

There are associated with each pair of rails 101OLl and 11-111,

switch bars

18 and 19, which are arranged edgewise in pairs inside of the rails, as shown in Fig. 1. Said switch bars are of a length such that they extend at each end beyondy the crossing and their ends 20 are curved inwardly towaid the, center of the track so that` they may be engaged by the wheelv flange to move the switch bars away from the rail heads, when the wheels approach the crossing. Preferably the top edges of the switch bars extend above the level of the rail heads, so that ample leverage is provided for the actuation of the switch bars by the wheel flanges.

At the points where the switch bars intersect the outer edges of the heads of the crossing rails, the switch bars are connected to the bases of the rails they intersect by inclined links 22, which extend toward the center of the track provided by the associated rails. Said 'links` 22 are pivoted at one end to ears 21 on the switch bars, and at the other end to bosses 23 formed on the bases of the rails. As will be manifest from Vthis construction, the switch bars will be normally held by gravity in engagement with the inner edges ofthe several rail heads with which they are associated, but are cahood of and below the ear 21, a bolt 24 (see Figs. 1, 4 and 6) which extends at right angles to the switch bar through a hole 25 provided in the web 14 of the adjacent rail. The outerends of thc bolts of t'wointersectwhich passes aboutand engages a horizon 1 tally disposed sprocket wheel 27, journaled on` an upright stud 28 rising from the flanges of the intersecting rails, respectively, 10-11a, 10-11, 10a11 and 10fL--11 The connection of the bolts 24 to the switch bars provides for adjustment of the length of the connection between two switch bars. This adjustment is so made that when one pair of switch bars 18-18 for example, are spaced from the adjacent rail heads, a distance sufficient to permit the passage of the wheel flanges, the other switch bars 19-19 will be engaged against their associated railheads.V Y

Each of the switch bars 1818 carries laterally extending bridge blocks 32, which are adapted to `normally bridge and cross the gaps 16 in the rail, which the switch bar intersects. Each bar thus carries a pair of said blocks which are spaced apart on the switch bar `a distance equal Ito the gage of the track. Each block 32 is preferably made removable,` so that it may be renewed from time to time, since it is the part of the construction which receives the greatest wearv and pounding. Said block consists as shown,

. ofan upright web 33, which is attached to the inner` face of its associatedswitch bar,

and of `a horizontal head 34, which overhangsand engages upon the edge o f the switch bar which is cut away to receive it.

-The bottom of the head 3a is tapered at its end remote from the switch bar, in order to engage upon the inclined seat 17 of the rail gap in which it is to engage. The top face of the head 34 is in a plane below the top of the` switch bar and when said switch bar is engaged against the `head of itsassficiated rail, theibridge blocks carried by said switchbar, seat in and bridge the gaps 16 of the `intersecting railsso that the top faces of said bridge blocks form a continuation of the heads of said intersecting rails.4

Adjacent to the inner edges of the blocks 34, the switch bars are gapped or notched as indicated at 30, in the switch bar 19 (see Fig. 7)` and at 31 in the case of the switch bar 18 (see Fig. 8) for the passage of the wheel flanges. The notches 31 in the switch bars 18 are made deep enough so that the switch bars 19 may intersect the switch bars 18 without any interference of the one pair with `the movement of the other. y vThe operation of the .crossing is as follows: Assume that the switch bars 18-19 are both in their normal position and engaged against their associated rail heads, that is to say, in the position that the switch bars 19 are illustrated to occupy inFig. 1. Assume aV train traveling toward' the cross-` ing on the rails 10-10 in the direction of the arrow 35. When the flanges of the first set of `wheels strike the curved ends 20 of the switch lbars 18, said switch bars will be forced'away from their associated rail heads `to permit the passage of the wheels, the bars 18 moving upwardly and away from the rail heads on the links 22-22. After the train has passed,`the switch bars will fall by gravity into their initial position against'their associated rail heads and with the connected bridge blocks 32 again brought into position to bridge the gaps 16 as in the initial position.` p

A movement of a train approaching and passing the crossing on the rails 11--1lv will manifestly bring about the same move ment'of the switch bars 19-19.

Should either pair of switch bars, forv eXn ample, the switch bars 18-'18, be prevented from returning to their initial, normal position, by lumps of ice or coal, pieces of gravel, or any other obstruction between the switch bars Y and their associated rails (whether said obstruction is brought about accidentally or by mischievous persons) the wheels of a train approaching and crossing` on the other track, for example, thetrack 11-11, will engage andforce the switch bars 18--18 away from their-associated rails and on account of the connection of said switch bars 18 with the switch bars 19, through the flexible connection provided bythe bolts 24 and the sprocket chains or likeconnections 26, will forcibly return the switch' bars 19-19 into the desired, normal position as already described,-the obstruction being crushed or otherwise dislodged by the force of the pull of the one pair of switch bars upon the switch bars of the intersecting track. 4

By means of the nuts on the bolts 24:, the adjustment of the relative `movement between'the bars may be `accurately `made for the best 'operation of the crossing. The bridge `blocks -rest upon` a solid support or foundation, so lthat they readily withstand the weight imposed upon them as thecar wheels pass over them. When they become worn or broken, lthey may be readily removed from the'associated switch bar and may be replaced by new ones. f Y

While in describing my invention, I have referred `to certain details of'mechanical construction and arrangement ot parts, I do not wish to be limited thereto except as may be pointed out in the appended claims.

I claim as my invention z- 1. In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges ot the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, means connecting said bridge blocks to the crossing, permitting said blocks to move out of said gaps, and means operated by a train approaching said crossing to actuate said bridge blocks to remove them from the gaps in the rails which the train crosses.

2. In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, links connecting the bridge blocks associated with one rail to the bases or" the rails which that rail intersects, and means operated by a train approaching said crossing to actuate said bridge blocks to remove them from the gaps in the rails `which the train crosses.

3. In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, switch bars carrying said bridge blocks, there being a switch bar extending along the edge of each rail head and projecting at its ends beyond the crossing, each switch bar carrying the bridge blocks 'for the rails which it intersects, and the switch bars being curved at their ends away from the rails to permit wheel anges to enter between the switch bars and the rails.

4. In a railroad crossing, the combination ot intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, switch bars carrying said bridge blocks, there being a switch bar extending along the edge ot' each rail head and projecting at its end beyond the crossing, each switch bar carrying the bridge blocks for the rails which it intersects, and links pivotally connecting said switch bars with the bases ot the rails which they intersect.

In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner .edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, switch bars carrying said bridge blocks, there being a switch bar extending along the edge of each rail head and projecting at its ends beyond the crossing, each switch bar carrying the bridge blocks for the rails which it intersects, and links connecting said switch bars to the crossing, each link being pivotally connected at one end to the switch bar and being inclined downwardly away from-fthe rail with which the switch bar is associated, and said link being connected at its bottom end to the base of the rail which the connected switch bar intersects.

6. In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, switch .bars carrying said bridge blocks, there being a switch bar extending along the edge of each rail head and projecting at its ends beyond the crossing, means removably securing the bridge blocks to the associated switch bars, each switch bar carrying the bridge blocks for the rails which it intersects, and links pivotally connecting said switch bars with the bases of the rails which they intersect.

7. In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridges blocks normally closing and having bearing in said gaps, switch bars carrying said bridge blocks, there being a switch bar extending along the edge of each rail head and projecting at its ends beyond the crossing, each switch bar carrying the bridge blocks for the rails which it intersects, links pivotally connecting sai-d switch bars with the bases of the rails which they intersect, and means connecting said switch bars, whereby the move` ment of one pair of switch bars away from their associated rails will effect a closing movement of theother switch bars against their associated rails.

8. Ina railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, switch bars carrying said bridge blocks, there being a switch bar extending along the edge of each rail head and projecting at its ends beyond the crossing, each switch bar carrying the bridge blocks for the rails which it intersects, and means connecting the switch bars of one track to the switch bars of the other track whereby the movement of one pair 4of switch bars away from their associated rails will force the other pailr of switch bars against their associated rai s.

9. In a railroad crossing, the combination of intersecting rails, said rails each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing and having bearing in said gaps, switch bars carrying said bridge blocks, there being a switch bar extending along the edge of each rail headand projecting at its ends beyond the crossing, each switch bar carrying the bridge blocks for therails Which it intersects, links pivotally connecting said switch barswith the bases of the rails which they intersect, and 4Horrible means connecting theswitch bars in the external angles of their intersection, whereby the movement oi' one pair of switch bars away from their associated rails will eii'ect a closing movement -blocks to the crossing, permitting said ,blocks to move out ofi said gaps against the action of gravity, and means operated by a train approaching the crossing. to actuate said bridge blocks to remove them from the gaps in therails .which the train crosses.`

l1. In a railroad crossing, the combination of intersecting rails, said rails `each being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks bearing in said gaps and acting through gravity to'norinally close all oi said gaps, and means connected with said bridge blocks and operable by the Wheel flanges of train approaching said crossing to remove said bridge blocks from the gaps in the rails which the train crosses, said bridge blocks acting through gravity to return to the normal gap-closing position, after the traiir has passed the crossing.

12. vIn a railroad crossing, the combination of intersecting rails, said rails each being provided With gaps ad]acent the inner edges ci the rail which it intersects, bridge blocks bearing in said gaps, and switch bars carrying said bridge blocks, there being a switch bar extending along thehead of each rail and projecting'at its ends beyond the crossing, each switch bar, carrying the bridge :blocks i'or the rails which it intersects, and

being sol pivoted to said-.rails asl to act the Wheel iianges of a train to move the associated bridge blocks out of the gaps of the rails, which said switch kbars intersect.

13. In a railroad crossing, the combination or intersecting rails, said rails each `being provided with gaps adjacent the inner edges of the rail which it intersects, bridge blocks normally closing all oi' said gaps, and means carrying said bridge blocks adapted to be actuated by a train approaching said crossing to remove said blocks from the gaps in the rails which the train crosses, the bridge blocks in the rails upon which the train is running remaining closed, the iirst mentioned bridge blocks under the action of gravity closing the associated gaps after th train has cleared the crossing. Y,

In testimony that VI claim the foregoing as my invention,v I ailix my signature in the presence of the tivo Witnesses, this 24th day oi. February, A. I). 1920.

Witnesses:

A. R. CRANE, G. I. WELLER.

JOHN F. BRADY.