US1823596A

US1823596A - Railroad crossing gate

Info

Publication number: US1823596A
Application number: US444572A
Authority: US
Inventors: William T Ferguson
Original assignee: EDGAR M CROUCH; HERMAN J THORNE
Current assignee: D E LLOYD; EDGAR M CROUCH; HERMAN J THORNE
Priority date: 1930-04-15
Filing date: 1930-04-15
Publication date: 1931-09-15
Anticipated expiration: 1948-09-15

Description

Sept. 15, 1931. W, T. FERGUSON 1,823,596

RAILROAD CROSSNG GATE Filed Api 15, lSO 4 Sheei=ht @5w y JWW f/.w

Sept. 15, 1931. w. 'I'.FERGUSQN 1,823,596

RAILROAD CROSS ING GATE Filed April l5, 1930 4 Sheets-Sheet 3 Sept, 15, 1931. w. T. FERGUSON 1,823,596

' RAILROAD cRossING GATE Filed April 15, 1930 4 sheets-sheet 4 Patented Sept. 15, 1931 Unifransra-rissA PATENT OFFICE;

WILLIAM 'I'. FERGUSON, 0F BEGKLEY, OF WEST 'VIRGINLL ASSIGNOR OF TWO-THIRDS l T0 EDGAR M. CROUCH AND HERMAN J'. THORNE, BOTH OE BECKLEY, WEST VIRGINIA,

AND ONE-THIRD T0 D. E. LLOYD, TRUSTEE nAiLnoAn CROSSING GATE AApplication filed April 15, A19,30. Serial No. 444,572.

A further feature of the invention is the provision of means mounted within the housings for raising or lowering the [gates automatically. v f Y M Afurther feature of the invention is the provision of means for so mounting said gates that when in lowered position, theyy will swing laterally when struck lby an approaching road vehicle without causing injury to the vehicle or gate. Y n

A further feature of the invention is the provision of means for automatically returning the gates toposi'tion acrossA the roadway should the gates be swung laterally from any cause, when in lowered position.`

A further feature of the invention is the provision of a suitable ,turn table forthe dome portion of the housing.

Other `objects and advantages will be hereinafter more fully set forth and pointed out in the accompanying specification.

In the accompanying drawings whichare made a part Vof this application, p

Figure l is a diagrammatic view of highway and railway in crossing relation, with parts shown in full lines in operative Vposition and in other positions by `dotted lines. Figure 2 is a side elevation ofaf gate and its supporting housing, with the gate in lowered position in full lines and in elevated position by dotted lines'. n n

Figure 3 is a horizontal sectional view, as seen along line 3-3, Fig. 4, with the gate lowered. l l

Figure 4 is a vertical sectional view, as seen along line 4 4 of Fig. 3, and shows the gate in elevated position.

Figure 5 is an enlarged detail sectionalv view, showing the bearing means between the dome and housing.

Figure 6 is an elevational view thereof.

gate arev fixed to Figure 7 is avertical sectional view through the gate operatingmeans, and,

Figure 8 isa sectional view thereof asseen along line 8 8, Figure 7.

Referring to the drawings in which similar reference numerals designate corresponding parts throughout the several views, the numeral l designates a railway track and 2 indicates a vehicle roadway, which crosses the railway track and while I have shown but a single trackway, it will be understood that vtwo Vor vniore trackways may be laid, side by side, and that the trackwayis shown as electrically equipped, yetother forms Vof traction means may be employed for propelling the trains over the trackways. It will, likewise be seen that although butl .a single gate structure is shown on 'opposite sides of the railway, these gates may be arranged in multiples, as desired. In. order to Warn any one traveling the roadway that a train vis approaching the crossing, gates 8 are positioned on opposite sides of the railway tracks v1, at a suitable distance therefrom, each gate being pivotf so` that Vsaid gateV may be swung downwardly A to dispose the major portion 0f the lgate across the roadway and in the path of an approaching vehicle or a pedestrian. The gates 3 are, in the examples shown, Vbifurcated at their pivoted ends, the beam portions 7 of each gate being in straddled relation to the-dome 5, so that the beams of the the opposite ends of the shaft 4. v A o Therhousing 6 is hollow and preferably cylindrical in cross section, the lower edge thereof having a lateral flange 8, which may be attached to av concrete or other -form of base 9, in any suitable manner, as 'by means of bolts l0.V The upper edge of the housing' 6 is preferably thickened Ainwardly to foi'in abroad base'll, on which are mounted any suitable form of bearing rollers 12, which receive and form a bearing for vthe f doine 5, the lowerv edge of the domehaving a bearing surface 13 over which the rollers travel.

Vertically disposed within the housing 6 is the standard electrically operated oil cylinder 14. The lower end of said cylinderis pivotally secured to the foundation 9 or base structure of the apparatus by means of the eyebolt means 15, the piston rod 16 extending from the upper or motor end vofV the cylinder to the U crank 17 both ends of which are integrally secured to the gate shaft 4. Said oil operated cylinder, as be-l fore indicated, is of standard commercial design, and in the example shown has a motor 18 at the upper end, the oil cylinder proper 19 being at the lower end.

Adjacent the roadway, a circuit breaker 20 is embodied with the conventional trolley wire 21, and is adapted tobe operated by the trolley wheel of the passing electric train (not shown). Some distance along the trolley 21, from the roadway 2, are dis- .;posed the

electric contact makers

22 and 23 one on each side of said roadway, and are also operated bythe passing trolley wheel. Said contact makers serve to operate the -motors 18 ofthe oil-'cylinders 19 thru the relay apparatus 24 as will be understood.

By this arrangement it will be understood that'an electric train approaching the roadway 2 from either side will actuate oneof the electric contact makers 22 which causes lio current to be immediately carried to the motors 18 causing the inipellers 25 to be rotated, the oil or the like within the cylinders 19 being forced throughout the slots in the` iinpellers thus elevating the impeliers and causing theV piston rods 16 to direct upward force against the U type cranks 17 which rotate theV gates 3 thru their shafts 4 to closed, or lowered position, as shown in Fig. v 1. As the train reaches the proximity of Amotors 18, the counterweights 26 of the gates the roadway, 2, it strikes the circuit breaker 2 0 and the operation of the oil cylinders Ybeing' thus discontinued, by cutting out the serve to swing saine upwardly to an Vopen position, as indicated by dotted lines inA Fig. 2.

"If'coincident to the passing of a train, a

traveller on the roadway 2 should be unable to bring his vehicle to a stop before reaching the gates 3, and it is found necessary to srike same, said gates by the force of this contact swing around to a position indicated by the dotted lines27, Fig. 1, the dome 5 being correspondingly rotated ontheY rollers 12. If on the other hand the traveller should find himself between the vgates after they are closed he may crowd vhis vehicle against either gate, thus swinging same into a position indicated by dotted lines 28. `As the cylinder structure 14 is pivot-ally connected with the base .or foundation 9 and as the upper end of the piston rod 16 connects with the crank 17 the piston rod must have sliding connection with the crank 17 and the curvature of said crank, when the gate is in lowered position, must be radial to the pivotal axis of the dome 5 so that the dome and parts carried thereby may be rotated without aecting the piston rod 16 and parts associated therewith.- n l y y In order that the gates'inay be immediately righted after being freed from the interfering vehicle, a trunnioii 29'extend's downwardly from the inwardly extending web 30 of the dome 5 at a medial of said dome, thru a corresponding web 32 of the housing 6. Said trunnion extends downwardly beyond the web 32 and carries the crank 33, which is adapted to be swung-.about within the VinglyY rotates ruiming the cable 34 up over `one of thesheave Wheels 37 thus raising the wveight 36.' lt vwill theieforebe understood that as soon as'the gates are again free, kthe weight 36 will draw the en d of the crank 33 back to its normal position, the cable 34 `being drawiifbackover the saine one of thev pulleys 37, in opposite directions.

The hole 39 thru which the cable 34 is disposed thru the crank 33, has a gradual bellmouth lowertermination 40 which prevents the cable 34 Vfrombeing easily severed at i f this point thru ordinary use. Slightly toward the main part of each of the gates 3 beyond the shaft 4, a loop 41 is attached at one end to each of apair of the beams 7,

said loop beingv adapted to somewhat straddle the dome 5 when the gate is in closed position as shown'in Fig. 2 and restrict the downward movement 0f the gate by contact with the stop vlug 42 of the respective domes 5. c

The relay 24 is of standard commercial dcsign preferably and now in common use. The conductors 43 communicate vthe circuit makers '22 and 23, andthe circuit breakcr.1 2O with said relayapparatus, and conductors 44 feed the motors 18 from the relay juncture 45, return conductors 46 being grounded through said relay apparatus by means of the conductor 47 to one of the' rails 1. l.

A bell type danger gong 48is mounted on the post 49 vadjacent the intersection of the roadway 22 and the rails 1, and concurrently with the'operation of the motors 18, said i gong is actuated by the conductor 50 and the ground connection 51.

A stop signal light 52 alsoy conveniently mounted on the post 49 over said gong, is likewise actuated by the conductorA 53 through the relay apparatus 24, the conductor 54 serving as a ground connection for same.

While the description and drawingsilluslo trate in a general way certain instrumentalities which may be employed in carrying the invention into effect, it is evident that many modifications may be made in the various details without departing from the scope of the appended claims, it being understood that the invention is not restricted to the particular examples herein described.

What I claim is:

l. In a crossing gate, a hollow housing, a

base for said housing, a dome rotatably mounted on said housing, a shaft extending through said dome, a gate structure attached Y to said shaft, a substantially U-shaped crank attached to said shaft, and anelectrically operated impeller pivotally mounted on-said base within said housing for controlling the raising and lowering of said gate said impeller having sliding connection with said U-shaped crank whereby said crank may slide transverselyA through said connection when the dome is rotated. i

2. In a crossing gate, `ahousing, ademe rotatably mounted on saidhousing, a gate carried by said dome and adapted to swing v laterally when in lowered position and rotate the dome, a crank adapted to Swingin an arc of a circle when the dome is rotated, y said crank having an opening therethrough,

a cable passing through said opening, thelower extremity of said opening being liared to prevent wear on said cable, a weight at tached to said cable, and sheaves over which said cable travels for causing the weight to elevate when the dome is rotated and return the gate to initial position when lateral pressure is relieved therefrom.

3. In a crossing gate, a housing, a dome mounted thereover, rollers mounted on the housing for receiving the weight of said dome, a shaft extending transversely through said dome, a gate structure mounted on said shaft, an electrically operated impeller mounted in said housing and Ypivotally secured to the base of the housing, a substantially U-shaped crank attached to said shaft, and a piston rod extending from said impeller and having sliding engagement with said crank, whereby said gate may swing later- A ally in either direction whenin lowered position incident to lateral impact thereagainst without affecting said piston rod.

In testimony whereof, I have hereunto Vset my hand on this the Sthday of March, 1930.

e5 WILLIAM TFERGUSON.