US1520392A - Automatic railway-crossing gate - Google Patents

Description

P. A. DUPCZA AUTOMATIC RAILWAY CROSSING GATE Filed Feb. 28, 1924 3 Sheets-Sheet 1 EEEEEC NKm g EE EEEEE EEJ Dec. 23 1924. E,52,392

P. DUPCZA AUTOMATIC RAILWAY CROSSING GATE Filed Feb. 28, 1924 3 Sheets-Sheet 2 map THABN 2mm Dec. 7 1924- 1,52%392 P. AIDLJFCZZAK AUTOMATIC RAILWAY CROSSING GATE Filed Feb. 28, 1924 5 sheets sheet 5 1 Q w Q\ [Q N} 3 A W m gill Patented Dec. 23, 1924.

UNITED [STATES PETER A. DUPCZA, OF ALTOONA, PENNSYLVANIA, ASSIGNOR OF ONE-HALF TO DAVID PATENT OFFICE.

R. PERRY, OF ALTOONA, PENNSYLVANIA.

Application filed February 28, 1924. Serial No. 895,689.

To all whom it may concern:

Be it known that 1, PETER A. Down, a citizen of the United States, residing at Altoona, in the county of Blair and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Railway-Crossing Gates, of which the following is a specification. 1

' My present invention has reference to an improved safety device for railway crossgafety devices for preventing destruction of life and property by trains at a railway crossing are genera ly in the nature of gates that provide barriers for preventing vehicles or pedestrians crossing the track when a train approaches the crossing. In a great many instances vehicles have been caught between the gates and being thus trapped are subject to inevitable destruction by the train. Therefore, it may be considered one of the primary objects of my invention to produce a safety device for railway crossings that is provided with a yieldable barrier which will permit the escape of vehicles or pedestrians crossing the track on the approach of a train and which shall be automath: in operation.

A still further object is the production of a safety device for railway crossings that includes a pivotally supported weight influenced bar from which there is flexibly suspended a barrier plate, the said bar, by the weight thereon being normally swung to upright position, while means is arranged along the side of one of the rails of'the track depressible by the weight of the wheel flanges traveling thereover and has connected therewith means for swinging the bar across the crossing and for bringing the barrier to obstructing position, means being also provided for illuminating the barrier when in said position, while means may be also provided for sounding an audible alarm upon the approach of a train.

A still further object is the production of a safety device for railway crossings that shall be of a simple construction, cheaply manufactured, readily installed, automatically operated and thoroughly accurate in operation.

The invention further consists in the construction, combination and operative association of parts such as is set forth in the drawings which accoinpn y and which form part of this application; \In the drawings:-

-Figure l is a plan view of the improveproxlmately on the line 3-3 of Figure 4.

Figured is a side elevation of the construction illustrated in Figure 3.

Figure 5 is a fragmentary elevation of the depressible rail.

Figure 6 is an enlarged side elevation of the barrier, the dotted lines indicating the position of the same when in inoperative position.

Figure 7 is an enlarged central longitudinal sectional view through the weight and battery carrying box at the pivoted end of the bar;

Figure 8 is a view of the electric switch and the operating means therefor.

Figure 9 is a front elevation of the upper portion of the post on which the bar rests when in active position.

Figure 10 is an elevation looking to the opposite side of the crossing disclosed in Figures 1 and 2.

Figure 11 is a sectional View approximately on the line l11l of Figure 10.

Figure 12 is a side elevation of the throw member.

Figures 13 and 14 are respectively front and side elevations of the pulley carrying member, parts in section.

Figures 15 and 16 are respectively a front elevation and a transverse section through the trip engaging roller.

A railway crossing is indicated, in the drawings, by the numeral. -1 and the rails of a track which traverses the crossing, by the numeral 2. Along the inner side of each rail 2 at the opposite sides of the crossing I arrange a depressible rail 3. Each rail 3 is preferably formed of a channeled member, and the flanges thereof at suitable intervals are reinforced by angle braces 4 (Figure Each rail 3 has its tread surface disposed atdownward angles to its ends, the said rails being preferably wides at its center, that is, its central portion is disposed a greater distance above the track rails 2 than the remainder of the said depressible rails. By reference to Figure 3 of the drawings, it will be noted that the inner flanges of the depressible rails 3 are disposed only slightlyaway from the inner faces of the heads of the track rails, and therefore the depressible rails 3 are in the path of. contact with the flanges on the wheels ofa locomotive 5 approaching the crossing. The depressible rails are of a comparatively great length, whereby the safety device, hereinafter set forth 111 detail, will be thrown to operative position a considerable length of time before the locomofive and train attached thereto pass the crossing. The depressible track 3, at its ends is provided with depending slotted plates 6, and in the slots of these plates there are guide members 7 suitably supported from the ties 8. Also secured to and depending from the depressible rails 3, at determined points thereon there are blocks 9 carrying rods 10 that are received through plates 11 and through openings in the ties 8. On the rods 10 there are helical springs 12 which exert a pressure between the plates 11 and the blocks 9 to hold the depressiblc rails elevated. Bolted or otherwise secured to the faces of the track rails 2, at a point at or adjacent to the center of the depressible rails 3, there are brackets 13. These brackets, as shown in Figure 3, are bent to conform to the shape of the base flange and web of the track rail, and are formed at their outer ends with depending arms 14, and through bearing openings in these arms there is journaled a shaft 15. The shaft is held from longitudinal movement by means disclosed in Figure 3. On the inner end of this shaft there is keyed a pinion 16 that is in mesh with a rack bar 17 that is formed on a plate 18 that is bolted to each of the depressible rails 3. The arm 14 of the bracket, adjacent to the rack 17 is formed, on one of its edges, with a substantially U- shaped flange 18 that provides a guide for the rack (Figures 3 and 4).

Keyed or otherwise secured on each of the shafts 15, there is an angle arm 19, and on this arm there is the hook end of a removable rod 20, the outer end of the rod being flanged or headed, as at 21 to support thereon weights 22. The weights turn the shaft to one position to cause the pinion to elevate the rack 17, and consequently assist the springs 10 in sustaining the depressible rails 3 elevated. As a matter of fact, the springs 10 are more in the nature of cushioning elements than means for raising the depressible tracks. The upward movement of the depressible tracks is limited by the contacting engagement of the elements 7 with the lower walls in the slots of the plates 6.

The shaft 15, at a suitable distance from the outer side of the track is journaled in a bearing 23 which is suitably supported, and on the outer end of the said shaft there is keyed a normally upright arm 24. The arm 24 is formed with spaced apertures 25 (Figure 3) and secured in one of these apertures there is a flexible element or cable 26. The cable passes over guide pulleys 27 and has its outer end divided into two strands 28 and 29 respectively. Each of the strands 28 and 29 is guided over grooved wheels 30 means is also attached to the second de-' pressible rail.

Planted in the roadbed directly opposite each of the uprights 31 and 32 there are posts 35 respectively. These posts 35 are of a less length than the uprights and have secured on their tops caps 36. Each of the caps is centrally formed with a lug 37, and the securing means 38 pass through the sides of the cap and through the lug. Each cap member 36 has on its top spaced ears 39, and between these ears there is received and there is pivoted a lug 40 on the under face of a box 41. Each box 41 is of metal and has its face next the roadway and adjacent to its lower end provided with a threaded opening surrounded by a boss and in this opening there is screwed a tubular member 42. The outer end of the tubular member 42 is provided with interior threads, and adjustably screwed therein there is a second tubular member 43. The adjustably associated tubular members 42 and 43 will, for the sake of convenience, be hereinafter referred to as the bar of the improvement.

The members 42 and 43 have connected thcrcbetween a truss brace 44 for effectively sustaining the said members in longitudinal alignment.

In each of the box-like ends of the bars, adjacent to the upper portions thereof there are screws and 46 respectively. One end of these screws is reduced and received in bearing openings in one of the ends of the box 41, the reduced portions having outer heads. The second end of the screws are non-threaded and find a bearing in a preferably removable plate 4-7 on the second or inner end of the box. The non-threaded ends of the screw that pass through the plate 47 are square whereby the screws may be turned by a suitable wrench or the like. Arranged on the lower screw 46 there is a weight 48. The weight has its lower face formed with a longitudinal tongue 49 that is received in a slot 50 provided in a partition plate 51 in each of the boxes 41. By turning the screw the weight will be moved longitudinally toward either end of the box 41, and is therefore adjustable so that the bar will be automatically swung to a desired upward inclination.

On the screw there is a traveler 52. The traveler has an eye portion 53 that passes through an elongated slot 54 in the top of the box 49, and to the eyes of the respective travelers the cable strands 28 and 29 are connected.

Pivotally secured to the center of each of the gate bars there is an angle lever 55 and to the ends of this lever there are connected flexible elements 56 which have their ends secured in eyes 57 on the upper edge of a barrier plate 58. The barrier plate has a suitable warning inscribed thereon, so that persons approaching the crossing when the bar and barrier are swung to obstructing position will have knowledge that a train has moved on the track to depress one of the rails 3 and is therefore approaching the crossing. In order, however, that a more emphatic warning will be given, I have arranged directly above the barrier plate 58 an electric-bulb 59 that is wired to batteries 60 housed in the lower. compartment 61 of the box 41. The lower compartment 61 has an open end which, however, is closed by a hinged door 62, the said door being normally locked by means 63. Pivotally supported on a bracket on the outer face of the door 62 there is an angle lever 64, the vertical arm of which carrying a headed pin 65 that passes through the door 62. The head of the pin 65 is in the path of engagement with a pivotally supported spring influenced switch or contact member 66 connected with one of the wires for the lamp 59. The switch or contact member 66 is movable to engage a fixed switch or contact member 67 that is wired to the battery. The horizontal arm of the angle lever 64 is in the path of contact with a trigger 68 on each of the uprights 31-32, the triggers being preferably in the nature of pivotally supported fingers influenced by springs 69. By reference to Figures 2 and 6 of the drawings it will be seen that when the barrier carrying bar is swung across the crossing to obstructing position that the trigger will in fiuence the angle lever 64 to cause the headed pin thereon to throw the switch member 66 to complete the lamp circuit. The lamp bulb is received in a suitable globe or reflector 7 0 so that the rays of light therefrom will be directed downwardly over the flexibly supported barrier plate 58. In addition to illuminating the barrier I may and preferably do arrange in the lamp circuit a bell 71, illustrated by the dotted lines in Figure 7 of the drawings. The bell 71 will be sounded as long as the barrier is in obstructing position.

Arranged opposite each of the arm supthe post 72.

rier in its thrown position is subjected, the

switch for the electric bulb and for the bell is liable to similar Vibration so that the rays of the lamp may flicker and the operation of the bell interrupted. Therefore it is an important feature of my invention to produce a simple and automatically operated means for positively holding the barrier in obstructing position and to release the same after the train has passed the crossing. A satisfactory embodiment of such construction is illustrated. As shown in Figure 9 of the drawin s I ivotally secure on the posts 72 levers 4 having upper hooked ends 75. The hooked ends of the levers may be arranged in a bifurcation in one of the arms of the forked rest 73 or may be dsposed to one side of the rest. The pivotally su port ed lever 74 is influenced by a spring $6 to bring the hooked ends 75 thereof to a position to engage with and latch in the rest 73 the outer member 43 of the barrier. The lever 74 is further influenced in such direction through contact by the vertical arm of an angle member 7 6. This member is pivoted on a suitable bracket 77 which is secured on The horizontal arm of the angle member has its lower portion slotted to receive therein a stem on a weight 78. The stem has a threaded opening therethrough and this opening is engaged by a screw member 7 9, similar to the screw members 45 or 46. By turning the outer headed end of the screw the weight may be adjusted. It will be thus noted that I do not depend entirely upon the spring 76 for swinging the arm, the said spring as a matter of fact serving as a cushioning means when the lever is thrown to release the barrier to permit of its return to non-obstructing position, as previously described.

The levers 74 are released by means arranged on the last coach of the train thatpasses the crossing. The releasing means may be bolted to the truck frame of the car 80 (Figure 10). The releasing means includes a bracket constitut'ng side arms 81 connected by a strip 82 adjacent to one of their ends. The side members 81 above the connecting element 82 have threaded openings therethrough, and through these openings there are screwed bolts 83. The bolts as disclosed in Figure 10 contact with the opposite sides of the truck frame of the car 80. Between the arms and below the connecting element 82 of the bracket there are journaled trunnions on the ends of a roller 84.

As disclosed in Figure 11 of the drawings I journal in suitable bearings 85 secured be neath the track rails, or to the supporting j ties therefor a rod 86. The rod is of a length to extend beyond two tracks, when a double track system is employed. On the rod 87 there are fixed the lower elements 88 of throw members. The outer elements 88 of the said throw members are in the nature ment' with the lower or fixed elements 87 of the throw members. By reference to Figure 11 of the drawings it will be seen that the throw members of the respective tracks are reversely arranged, that is the rule joint connection bet-ween the said members are 26 and on its strands 28 and 29.

disposed so that a train traveling on the rails of the trackA in the direction of the crossing will have the rollers 84 contact with the fin ers 88 to swing the fingers on the fixed e ements 87 of the throw members, without turning the rod 86, but a train traveling on the track B, after passing the crossing will have its rollers 84 contact the fingers 88 to cause the throw member as a mm to be turned and likewise turn the rod 86.

On one end of therod 86 there is fixed an angle arm 91. To this arm there is connected a flexible element such as a stout cord or cable 92. The flexible element 92 has connected thereto other cables which are trained under sheave wheels 93 journaled in a suitable housing 94 mounted on a support 95. The housing has an arcuate top 96 to protect the sheave wheels from water. Any desired number of these guides for the cables may be employed, and at the crossing the cable strands are suitably directed through guide means toward the posts 72 and upward along the sides thereof and over grooved guide wheels 97 from whence the said strands are connected to eyes 98 on the lower ends of the levers 74.

The operation of the device will, .it is thought, be apparent. A= train traveling in the direction of the crossing has its wheel flanges received on the depressible rail 3, moving the same downwardly and moving the rack 17 in a like direction. The rack will turn the shaft 15, causing the arm 24 to swing an ularly to draw on the o ilile 1e strands 28 and 29 being connected to the weighted ends of the bars will swing the said bars on their pivots downwardly to horizontal position. The obstructing bars are supported at an elevation which will permit the passage of vehicles and pedestrians therebelow, but the barrier plate 58 is so supported that the same will be contacted by either pedestrians or vehicles attempting to make the crossing when the barrier is in obstructing position. This should prove ample warning that a train is approaching the crossing, but should a vehicle ecome uncontrollable the barrier will swing therefrom to permit of the assage of the vehicle over the crossing and t ereby obviate the gravedanger of fatalities that have re sulted by a vehicle being trapped between non-yieldable barriers. The barriers, when swung to obstructing position, will be latched by the hooks on the levers 74. The train after passing the crossing will have the contact rollers 84 on the rear coach of the train contact with the fingers 88 of the trip or throw member and will swing the said member to cause the arm on the rod 91 to draw on the cables 92 and 93 to swing the levers to barrier releasing position. Thereafter the barriers will antomatically swing to non-obstructing position as heretofore set forth. It is believed that the foregoing description, when taken in connection with the drawings, will amply set forth the construction, advantages and operation of my improvement to those skilled in the art to which such inventions relate but it is to be understood that I'do not wish. to be restricted to the precise embodiment of my invention herein set forth and hold myself entitled to all such changes therefrom as fairly fall within the scope of what I claim. Having described the invention, I claim 1. In an obstruction for railway crossings, a pivotally supported bar carrying a swingable barrier, a box at the pivoted end of the bar, an adjustable weight therein, batteries in the box adding to the weight thereof, a bulb on the bar, a circuit between the battery and bulb, a normally openswitch in the circuit, means actuated by an approaching train for'swinging the bar to horizontal obstructing position, and means for closing the switch when thebar is so swung.

2. In a device for the purpose set forth, a normally upwardly inclined weight influenced bar pivoted at one side of a railway crossing, a barrier plate flexibly supported from and pivotally connected to said bar, a post having a forked rest thereon for the bar, means actuated by a train approaching the crossing for swinging the .bar to cause the outer end thereof to be received in the rest, a pivotally supported combined weight and spring influenced lever having a hooked end for engaging'the bar when in last mentioned position, a flexible element connected to the bar and guided-along the outer side of the railway track, a pivotally supported rod having an angle arm to which the flexible element is connected, trip members on the rod, including lower fixed sections and outer sections having arule joint connection with the fixed sections, spring means normally holding the outer sections in a line withwith the fixed sections, and roller carrying brackets on the wheeled trucks on the lastcoach of the train for Swinging the trip members and rod when the train has passed the crossing to draw on the flexible element to swing the lever to release the barrier.

3. In a device for the purpose set forth, posts arranged at the opposite corners 01' a railway crossing, a box pivotally supported on one of said posts, a bar made up of adjustable sections carrying a flexible barrier secured to the box, a Weight guided in the box, means exterior of the box for adjusting the weight longitudinally and said weight designed to swing the bar and barrier to non-obstructing position, flexible means designed to be actuated by a train approaching the crossing for swinging the bar to 0bstructing position, means connecting said flexible means to the box, means operable exteriorly of the box for longitudinally adjusting the flexible connecting means, means latching the bar on the second post when in obstructing position, and releasing means for said latching means operable to permit the return of the bar to non-obstructing position. I

In testimony whereof I afiix my signature.

PETER A. DUPCZA.

Images