US1911417A - Railway gate - Google Patents

Description

W. P. ZENT RAILWAY GATE May 30,- 1933.

Filed Jan. 6, 1928 3 Sheets-Sheet 1 w. P. ZENT RAILWAY GATE May 30, 1933.

' Filed Jan. 6, 1928 5 Sheets-Sheet 2 W. P. ZENT May 30, 1933.

RAILWAY GATE Filed Jan. 6, 1928 5 Sheets-Sheet 3 lLm l lnl gwoentoz z ayrz Zeal.-

m, (ILL 7 drawings, in which patented May 30, 19 33 I UNITED STATES PATENT o1'+-1-"-1' WAYNE P.ZENT, OF TROY, NEW YORK Q RAILWAY GATE Application filed January 6, 1928. Serial No. 244,874.. v

' This invention relates to improvements in are of the swivel type, being disposed transautomatic railroad gates, and is especially versely of and closing the railway tracks 1 useful at highway crossings. when in their normal position, and swinging The automatic lowering of the common in a horizontal plane toj'close the highway railway gate is in itself dangerous by its crossing 50 when operated by a train enterliability to trap a person or vehicle at the ing crossing block. I I I crossing. My object is to provide means The gate operating mechanism is suitably whereby the highway crossing can be closed mounted in a metal container and installed to trafficat the appropriate times and with in pairs, or otherwise, to meet the" various 10 out danger to persons and vehicles at the conditions of highways crossing railwayscrossing, and which is adapted to operate'in, The gate sweep rails 47 are suitably insuconnection with safety signal apparatus lated and are pivoted at 48,. as shown in Figs. which I have described in a copending 1 and 3 of the drawings, to turn on the application Serial 259,536 filed March 6, pinionbearing 49. Pivot elements 18, 49

With the foregoing and such other objects to the diiference in width of the railway line in view as may be more fully described in ascompared with the widthof the highway the following specification, I have invented 50 and overlapping when closing the narthe device illustrated in the accompanying rower traffic route. Figure 1 is a topplan view of apair of to limit the outwarcl throw or travel of the gates, a system of solenoid gate-closing congates; and stops 52 to limit the inward trol devices, warning signals and wiring throw, the latter being threadedto permit diagram associated therewith; of adjustment. l l

* Fig. 2 is an elevation looking in the direc- The gate sweep rails 47 are provided with 75 tion of the arrow in Fig. 1; 7 electrical spring contacts 54 and 54a which 'Fig. 3 is a vertical section taken on'the engage with members 51 and51a. 'Meni line 1010 of Fig. 1; bers 51 and 51a also will act as electrical Fig. 4 is a plan View of a portion of a contactors and'are multiple connected at 53.

single thoroughfare crossing gate swee The gate sweep rails 47 areprovided with 30 showing the flexible means; electric lamps 55. Movement of gate sweep Fig. 5 is a side elevation of the structure 47 is b means of solenoid 60, and it is autoshown in Fig. 4; matica ly returned by gravity to normal po- Fig.6 is a plan view enlarged of one of sition by weight 61.

the gates illustrating the wiring associated An are or sheave 62'is mounted to the S5 therewith; and top of the sweep 47. A flexible connector Fig. 7 is a side elevation of same. or cable 66 is attached to the sheave,62 as Like reference characters designate like shown in Figs. 1 and 2, and passes around parts in the several views. the sheave orpulley 64 and terminates in a.

Referring to the accompanying drawings, connection to the magnetic draw bar or, pin 90 for operating'the crossing gates 47, which attachment'to the weight 61.

the element designated 1 represents therails 65. This draw bar has free passage through of'a'railway line acting as an electrical conthe gate frame and has a magnetic core end ductor for the circuit employed in this in- 65a faced" toward themagnetic core endfiOa vention. Any suitable source of current supof the solenoid 60 which is mounted and se; ply may be provided such as a dynamo, cured onthe gate frame 'in line with the transformer or storage battery, and acondraw bar 65. Another flexible connector ventional third rail 44: may be the electrical or cable is attached to the sweep 47 as shown conductor. I l in the drawings at 67 and passesthrough In Figs. 1 to 5 inclusive are shown means the pulleys-68 and 68a and terminates in its will be spaced from each other to correspond Stops 51, as shown in Fig. 6, are arranged solenoid upon the draw bar core.

Normally, when the gate sweep is across the track 1 the weight 61 is at its lowest level and the magnetic cores 60a and 65a are separated, there being no magnetic influence exerted by the solenoid 60. When the solenoid 60 is energized it exerts its electrical influence on its magnetic core 60a which in turn draws the magnetic core end 65a and its integral draw bar 65 to it and the cable 63 is drawn by the draw bar and uncoiled from drum or sheave 62, thereby turning the disc to swing the gate sweep 47 on its bearing 48, separating its electrical contactor 54 from engagement with the gate stop electrical contactors 52 and 526; until it is stopped by contact of its other electrical spring contactor 54a engaging with the gate stop contactors 52 and 520av to be held thereto by the electrical force of the When, under predetermined conditions, the solenoid circuit is broken, the operation of the weight 61 by gravity will effect the return of the gate sweep 47 to its normal position across the track, withthe sweep.47 and electrical contactor 54 again in contact with the gate stop electrical contactors 52 and 52a. Referring to Fig. 2, attached to the drum or sheave 62 mounted around the pinion 49 is a flexible connector or cable 63 running through pulley 64 to a draw pin 65 slidable through gate frame to engage with solenoid 60. Another flexible connector or cable 66 is attached to the gate sweep 47 at 67 and runs through pulleys 68 and 68a to a weight 61. I

As shown in Fig. 4, the sweep rails 47 are pivoted at 69 with spring hinges 70 and buffer stops 71, and provide flexibility to the sweep rail 47 when held against the stop post 59, as shown in Fig. 1, it being obvious that the rail 47 can be forced toward the solenoid 60 by undue pressure. Figs. 4 and 5 also show that in this application the connectors 54 and 540 are slidably connected. Although these figures show means for flexible horizontal movement, I do not wish to be restricted thereto, as similar means can be applied vertically to allow gates to be raised to a vertical position in case such operation is desired.

The gate sweep rails 47 are suitably parted semaphore like, or may bear a suitable warning stop sign, thereby providing additional safety means.

The ground clearance of gate sweep 47 is within the limit to strike not higher than the middle of an ordinary automobile radiator, so that no personal injury and a minimum of property damage would follow a disregard of the danger warning given in advance of the gates closing the highway, and it is possible to secure an elimination of any damage by equipping gate sweep rails 47 with pneumatic bumpers.

Certain gate mechanism containers are extended vertically as shown at 72, hearing lamps and bell crossing signal units 73 and 73a, faced directional to right hand flow of highway trafiic.

Extending a suitable distance each side of the highway crossing and parallel with the railway tracks are the side rails 75 and 7 560, as shown in Fig. 3, the rail 75 being extended beyond each end of the rail 75a. These rails provide connector means for crossing signals, gate operation, cab signals and automatic train stop. Member 45 is a casing for members 75 and 75a, casing 45 being supported by bracket 46.

From the side rail 75a electrical connection is made through all the solenoids 60 employed at a certain crossing and 'ounded to track rail 1, making the circuit rom side rail 7 5a to track rail 1. This leaves the several gate and signal circuits at each crossin open. at the side rails 75 and 75a and trac rail 1. f

The action of the solenoid 60 is almost instant. The sweep of the gate rails 47 covers the entire extent of the crossing area and should there be any obstruction therein preventing the gates from fully closing, the spring contactors 54 and 54a onthe gate sweep rail 47 would fail to engage the gate stops 52 and 52a, thereby leaving the circuit closed and giving warning that the track was not clear ahead. Should the obstruction be temporary at the instant of its re The invention may be applied to third rail electric railways or other types of railways in common use.

I have shown the invention in preferred form as used with swivel gates, but do not wish to be restricted thereto, asswivel gates stationed parallel with highway in normal position, common horizontal gates in common position, and gates beneath'highway surface in normal position, can be used in combination with my train crossing signal and automatic train stop. Neither am I restricted to the use of side rail connector, as overhead wires or common track rails can be used. I

I do not desire to be restricted to the use of solenoids to operate the gate closing, as other common power means can'be used in combination with the other safety features of this invention.

The electric current supply for crossing signal and control and gate operation can be applied in the circuits at each crossing instead of in motor train as shown.

What I claim is:

In combination, a gate pivoted upon a vertical axis, a sheave carried with the gate, flexible member fixed to the sheave, and adapted to ride on the sheave, and solenoid means connected with the flexible member and a second sheave and a second flexible member connected with the second sheave, and a Weight connected to the second flexible member.

In testimony whereof I aflix my signature.

WAYNE P. ZENT.

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