US1676227A - Automatic railway gate - Google Patents

Description

July 3, 1928.

J. R. BU RRESS AUTOMATICIRAILWAY GATE 5 Shets-Sheet Filed July 1924 INVENTOR.

- BY ATTORNEYS.

July 3, 1928. 1,676,227

J. R. BURRESS AUTOMATIC RAILWAY GATE Filed July 1924 5 Sheets-Shet 2 zlwvwflo'a JohnR..Burress,

W WWW bk] Stratum July 3, 1928.

J. R. BURRESS AUTOMATIC RAILWAY GATE Filed July 9. 1924 5 Sheets-Sheet 4 T E w W m n A a v T 9w mm, W m A. m %m@ w H X J wh A Q w o m h o E; an

July 3; 1928.

- 1,676,227 J. R. BURRESS AUTOMATIC RAILWAY GATE Filed July 1.924

5 Sheets-Sheet 5 crohnlzhBurre ss,

. 1 ENTOR.

I BY (1" I ATTORNEY means ure 3.

Patented July 3, 1928..

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iAUiQMA fi {RAILWAY sees s'lhisinvention .relates to certain .neW and useful improvements in (an .automatic I rail-- -Way .gate .and particulalfly .to that type wherein ahighway crossingis automatically closed to vehicular; and other tratficupon an approaching train entering-the immediate block- U The-primary. objectis to provide a railway: crossinggatesivhich will be efficient, durable and safe inoperation and WlthEthlSiII view; the invention resides in .an improved gate construction tending toward greater safetyat theegrade crossing; anv improved HIP/Club nism for operating-the gate,l,upon the entry of a train into the immediate =block;:and an:

improved electrical block system :for efiecting automatic control of the a gate operatingmechanism. j -Tlie invention-further resides in the salient featureslof construction and the-ar rangements and combinations of parts here after described andclaimedy reference-being made to the accompanying drawings. Where- 111:"- Figure 1 is a fragmentary-elevation de-f pictingthe relation of the parts hen-the gateisloperative; lFigure 2 is .asimilar-view shovving the gate inoperativepw F'gure illustrates theQleverage system. slightly Jmoclified asLto the application ;'to" power, connecting the two gates on opposite sides of the track@ I Figure 4 isza detailed "ofE-igure 1; I. V 3

,Figure 5 illustrates diagrammatically the electrical: control :and circ-uit systememsection on line Figures 6, 7 and, 8. and of; the gate per. se; and p Figure 10 is aperspective view disclosing a. partial application .of the invention with the ,source .ofi operating .power applied in termediate the gates, as indicated-in1Fig- 9.,are detailedviews Figurell is aifragrnentaryplan viewofg the gate .supportin'g post,' With bracing:

; Referring more in f detail to the drawings,

thelautomaticiortrain-controlled gate mecha-'- nismIismounted on a base-or foundation 1;- and comprisesan' electric motor 3, the shaft l-of .Which is connected byfa 'flexiblecoupling 5-,to. a reduction gearingin thehousingti which gearing innturn, is connected" to a a character. that a small motor may efficiently perform {the heavy jw'ork 'ot'svvinging the gates. 1F rom the gearcaslngor housing 2 a driven'shaft 9"protrud'es andcarries a fixed camwheel 8 adaptedtoibe rotated very slowly. The cam Wheel. is.hereillustrated f aslhaving threelobes .orcam projections'each having an arcuate .rise 8' :and .anfabi'upt dropv 8" roller. 12. "Thelatterk'is; carriedononeend' of thle lever .11 which is .intermed'iately' piv-- oted at 1.0 andhas itsopposite or 'loweriend pivoted ,toma linkld, [as 15.; Byflni'eansj offspring 1.6..the link isl-connected to a second dink 17,, 7 these three elements j c'onstitut- 1 mg ,yieldable .or resilient, composite link for connecting lever 11 to one. arm :18 of the bell crank =22 as ;Jat.1.9. I The: arm 20: of said bell} crank is: pivotally connected, to a; link ;7.0 I (see?F-igs. :3. and :10). .InlFigs: l and 2,-the, operating 7 in Figs. .3, and 1,0 the. power. is. applied a intermediate the gates, as toa'bell crank 71 connected to the.;opposite end of the link 75 i s at21,-

"p riis deli ere 1i; of s p ylink 17,'While' 70.1;ln the'latter-casethebell crank 22v is i replaced ;by a,.single-ia rm-72 to which thelink1170is; connected. The bell. crank 7.1"i's'? connected 1 across the, highway, 5, by link 7 3, 1'] to .agseconcl bell crank-:ywhichainturn, is con-'- 1 pled to crank, armf l of. the companion gate post, by link-7 5.

A Eachgate. postv24 has its 'i ox ii iid 0a naled in.bea1ing;23;,and:its'upper endRjour-s na ledin a bearing-26ii7vhich is itself supported, by a- .bracket 28 from la [stationary p igh 3, he. l ter bei g brac d." at 27.

:A idisk or plate 7 6 isfixed, onv each gate post: to rotate therewith ,and is equipped With a.

fixedfst op 77.8Hd a. shear-oil stop 7-8.

"sleeve isjournaled on th "e gate post and. rests upon the said plate for rotative movement. This sleeve has agate member. 30 'progectlng' therefrom andth s member is braced by'ja strut ,29 leading to the top of the post. A coiled spring'f79 encircles the gate post with one end fixeditheretoja'n d its opposite end tothe gate member to constant I 1y ,urgei the latter against the stop 77.

Should an" obstruction encounter the gate during closing thereof, the gate "may yield by; rotating about the post until engages thep'ost 'z 8. If further swingingof the gate 0'5 lover which operates. affollower is required to clear the obstruction, the gate member 30 will break or shear off the preferably wooden pin 78. A sign-or signal 31, may be placed on the gate to be conspicuous.

The'gate preferably consists of a fixed inner section and a flexible outer'end'portion. as being a thin strip of spring steel, or other esilient material, 56 faced on one side as indicated in Fig.8, or on both sides, as in Figs. 6, 7 and 9. The facings are secured in place by bolts 58 and 60. The back or inner facing consists ofra series of strips or blocks 57, preferably-of wood, having their squared ends abutting and capped with metal reinforcing?sheathing 641. The front 1" ace isalso preferably covered with wooden facing blocks 55,. their endsbcing spaced apart as at 63 and inwardly beveled to'define vertical edges 80 over whichithc spring strip 56 will bend.- The edges SO'are spaced apart a considerable distance to avoid atoo abrupt bending of thestrlpa To further prevent connected to each approach block" by wires relays are of the standard interlocking relay thestrip from beingbent out of shape and from sagging under a lateral bending pressure, the several, defined bending points are individually reinforced by the addition of a short spring strip 65, toward the'outer or tip end of. the gate, and by addition of plural strips Y65 and 65" toward the pivot end of the gate,-:as shown in Fig. 8. The-free end of the gate terminates in a loop -or ring 62, secured thereon bybolts 61, whilethe' inner end of the yieldable section of the gate is secured to the rigid inner portion 53 by bolts 54.

The,several-electrical connections, for effecting the automatic closing and opening of-the gates, are diagrammatically represcnted in Fig. 5 wherein the track is com posed of rails 1 and 3 -thelatter having sections electrically separated by insulations a and 6 thus dividing the said rail into a.

separate approach block for either'di'rcction of travel. -A signal battery 2 i's electrically 2 and Q, resistance 2" and wire 2*. Adja- CGIltlIlSUliltlOl] Z),'o'r at thegradeicrossing, electrical connections aremade' by wires 4* type used by railroads of today. Their respective contacts 9 and 10 are connected by wire 13*and8 to a repeater magnet 14*,

wire 15 connecting the latter to-a storage battery 11 which is itself connected to the fixed contacts of the relays by wire 12% Normally, in practical operation, the time taken to completely close the highwaywith.

this machine is approximately twenty seconds, during which timea train :inight" enter at points a, reverse and leave the block inless than twenty seconds, thereby-stop' p ng the motor. and leaving the gates only The flexible outer end is here depicted r from rail 1 through wire 5 a Current normally flows through the relaymagnets from the signal battery whichenergizes the relay magnets, causing them to lift partly open. From Figs. 1 and 2 it can be seen that the gates cannot swing ba:-k to their normal position until the operating lobe of the cam takes the. positionshown in Fig. 2 Thereforefthere is placed in the circuit a master switch 40 and' ll which prevents the mechanism stopping prema-v turely. This switch is mounted on lever 33 and when'thecam has moved a fraction, switch lever 40-will drop from it, and make contact with 41, which makes a complete circuit to repeater magnet 14 from storage battery 11*, through wires 12, 12, contacts 41 and 40 wires 35, 8,.and 15. It will therefore be observed that this keeps the motor operating regardless of the position of contacts 9? and 10, until the gates are across the highway, then switchlever 38 will fallfrom the lobe 'of the cam and separate points 40 and 41, and if contacts 9 and 1O are held up. (as would bethe'case if the train had left theblock) the circuit-will be broken to repeater magnet 14 allowing the motor to operate and release the gates, as. above set forth: I

Signal lights 17 may be placed so as to be seenon approaching theggates and burn throughout the operation of the mechanism. Floodlights 32:;may be placed ina position to flood the stop sign 31. Red lights 32* may be placed near the center. of gate 30 so as to'be. seen when approaching theigates ifv thegates are across the highway. The

2 anflto rail 3 thr'oughwireQ. At insulat on b connectlonj-ls made from rail 3 to relay magnets Stand 7?, through wired, and

contact points SKand lO and hold them in such position, v f i Now should a train enter the block to the rlght signal battery 2 will be sliort-circuited fromrelay 7 which allows contact points 10 to fall and touch the fixed contacts or wires 12 which complete a circuit from storage bat-teryll to repeater-ina'gnet 14;

through wires 12, 13%}? and 15 whichen ergizes the repeater magnet '14. This lifts the magnet contact points 20 which makes contact with wire 19 and completes a circuit to motor 3 from storage battery 11* battery-2 s connected tora l 1 through wire 2, resistance unit 2 and Wire through wires '18 and 40 contacts 1 wire -19?,-switch33, contacts- 34 and 35 switch lever'36, wire 23 brushes 26 and '27, and

wire thereby starting armature 2490f the electric motor. As the motor 3 is started, cam 8 will also turn, which applies pressure against roller '12, -moving it forwardly to rock the bar 'l lfand pull the resilient link 14, 16, "17fto swing the gates to the position shown in Fig. 10, thereby closingthe highway. i

From Fig. 1 it'will -be noted that the con I tacts 34'and '35 are carried respectively on the levers 33' and '36 which are pivotally mounted ina support 32 so that their free endsmay ride on-the curved face 8 of one of'th'ellobes of'cam 8. Whenthe gates have moved to closed position the lever 33 rides off the cam and effects a separation'of the contacts34and35 and 'albreakin g of-the circuit to the motor which stops the motor with'the gates across the highway, where they are held, by the pressure of the cam against the lever 11, until the last coach passes insulation 72. r

The contacts 9 and 10 are alternately en-v gageable by a pivoted arm as in the usual interlocking type of relay, whereby to per mit direction of operation, therefore when va train enters the blockthrough the right insulation a, the contacts lO are affected to obtain proper current through the motor.

The contacts 9 remain inoperative because the pivoted arm, common to all type'of in terlocking relays'used in railway equipment is so placed asto prevent contact. .It will be understood that the contact point 9 re mains in such inoperative position until the last setof trucks pass the insulation a at the left, of the signal, or completely out of the 'blockf N ow, when a train enters from the 'l -opposite direction, theeifect 'nponthe con-,

' tacts 9 and 10 is identical,except.that contact 9 is operative while the contact 10 remains inoperative.

It will be understood that the points 34 and 35 are normally in contact when the gates are open to the highway, and should a train enter the block from either direction, the cam 8 is started to rotating slowly. Thus,'lever 33 is first lifted'forthe purpose of placing points 37 and 38 together, preparatory to completing an opening circuit after the train passes insulation 1). In Fig- .ure 1,"it will be seen that lever 33 has dropped from the lobe of the cam 8, thus I separating points 3% and 35,which breaks circuit to the motor, such separation being caused by the lever 36 remaining on the lobe of the cam as shown, which position 1s maintained untilv the last set of trucks pass insulation b. In brief, when the train enters the first block, the motor closes the gate and stops, and after the last truck passes insulation I), the motor is again started to open the gate. "Contact is again established tothe motor by the'passag-o'f trucks,through contacts 37=and38, thereby-againrevolving the I cam, until-such *time asflthe lever '36 falls from the lobe of the cam and takesIthe position" shown in Figure: The contacts 4'0 and .41 are. pivoted as previously mentioned,

on lever {33, and are adapted to function, inemergency cases, that'is, to prevent-the gate fromstop ingiin'incomplete stagesof operation, shou d a train enter and back out ef-the block beforethe establishedoperatingtime forgtfhe mechanismrhas beenHde- When the .last rset of trucks i-passf ins'u lation 6 energy is again-restored to re laym'agnet 7 by the flow of current from signal';battery2 which again lifts contact points 10, breaking the circnitto repeater The motor will opercuit tothe motor at oints 37 and 38, at the same time moving t e point of the cam below the outside edge, of roller 12 whereby the roller will drop toward the axis of the cam to swing thegates open. To, assist the opening movement a weight 81 is guided over a bracket 82 on upright 13 and connected by a cable 83 to the brace 29.

It will be noted thatthe outer portion of the gates yield outwardly to permit the escape of anyone having been caught between them as they were closing! Should either of the gates bestruckyitfwill yield until it] engages thestop' pin 78 and if the impact is excessive the pin will'be sheared off to avoid damaging the gate and to'permitit to yield through a reaterarc-against the tension of the spring 9. g

The switch 33, 36 is in parallel with'switch 40, 41 the former being olosed in the nor mally' open position of the gates when it will be noted that the switch 40, 4.1,is opened. 1 What is claimed is: 1. An automatic railway gate comprising a movable body which is arranged to be swung laterally across a highway, a movable cam having a gradual lift andan abrupt drop, means operableover the cam lift 'for closing the gate body, said means remaining on the lift portion to hold the body closed, a resilient connection between said last mentioned means and; said gate, and .gate' open-v ing means operable to move the camv to cause 1 said first meansto ride off the liftportion onto the drop portion thereof. 7 g

2. An automatic railway gate comprising a movable body which is. arranged to be swung laterally across a highway, amovable cam havingrgradual'lifts and abrupt drops means operable over one ofthe cam lifting portions for closing-the gate body,tineans for retaining said first mentioned means on the lifting portion for closing the gate body,

resiliently tensioned means for urging the gate body to openposition, and means for moving the cam lift portion, from under said first means to permit the same tofall into one of the abrupt drops.

' 3. Anautomatic railway gate comprising a laterally movable gate body, gateoperating means including a movable cam having lift portions and drop portions for respectively closing and releasing the gate body,

and meanscontrolledibyrthe cam for per mitting the gate closing means to operate.

An automatic railway gate comprising alaterally movable gate body, gate operating means including a movable cam having lift portions and drop portions for respectively closing and releasing the gate body, ,a motor for moving the cam, and switch means under the control of the cam for stopping the motor. I v

5. An automatic railway a laterally movable gate body, means for causing said. gate body to open, a movable cam lift and dropportionsfor respectively closing andreleasing the gate body, a motor for moving said cam, a switch for starting the motor to close the gate, a caimcontrolled switch for starting the motor, a cam-controlled switch for insuring maintenance of the motor circuit, said, cam switchesbeing adapted torbeopened by the cam when the gate is closed, and a secondswitjch for start-- ing the motorflior permitting the gate to open when the circuit to :the first switch is.

opened. a

Intestimony whereof I affix my signature.

' JOHN R. BuRREss.

gate comprising

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