US2054788A - Gate - Google Patents

Description

l Sept. 22, 1936. H. R. BEHNKE rai-Al.A 2,054,788 l GATE Origrinal Filed July 29, 1932 8 Sheets-Sheet 1 Sept. 22, 1936.

H. R. BEHNKE, ET AL GATE original Filed July 29, 1932 8 Sheets-Sheet 2 Sept. 22, 1936. H. R. BEHNKE ET Al. i 2,054,788

I GATE Original Filed July 29, 1932 8 Sheets-Sheet 3f GATE Original Filed July 29, 1932 8 Sheets--SheeI 4 8 Sheets-Sheet 5 j' ECUTgU/U Z 5@ Sept 22, 1936. H. R. BEHNKE ET Al.

GATE

original Filed July 29, 19:52

sept. 22,1936.

H. R. BEHNKE ET AL GATE original lFiled July 29, 19,32

Sept, 22, 1936 H. R. Bl-:HNKE ET AL V 2,054,788

GATE

8 Sheets-'Sheet 8l original Filed July 29, 1952 www fr IZ gn/V506 Patented sept. 22, 1936 2,054,788,

UNITE-u STATES PATENT oFFicE GATE ` HarryrR. Behnke.Villa Park,` and William M. Loser, Wheatonlll., assignors to M. Mayhill Smith, Chicago',- Ill'.`

ApplicationJuly 29,l 1932, Serial No. 625,788

Renewed May 15, 1936` 1 Claim. (01."394-7) lThis invention pertains -to crossing barriers, and also. some means Amust be provided for the and more particularly to'automatic and multiple operation of the gates where the railway crossing safety gate and signal systems. is adjacent a siding, which siding may be used In safety barrier systems, -thev most satisfacmore or less permanently. 5 tory method of guarding a railroadcrossing, there It is therefore an 'object of this invention to y51in are a number of problems which must be solved. provide a barrier construction which, while effec- First of all, an adequate crossing barrier must be I tiveto provide safety means at a crossing, is still provided which is positive in operation, affords yieldable under impact and/or obstruction.

adequate protection, and operates :on the safety Another objectof this invention is to provide a side, being preferably automatically controlled by crossing barrier which .is automaticallyl controlled 102i the approaching track vehicler Obviously, crossin a manner to be dependent uponthe speed of ing barriers which are manually operated, even the approaching track vehicle.

though the vrlrst cost may be less than that of an A further object of this invention is to provide automatically controlled barrier,- are more expen. a, crossing barrier which, though positive in opersive in the long run since an attendant must alation, is operable in a manner whereby jarring of 155 y ways be at the crossing to raise and lower the the barrier is prevented. crossing gates at theV approach of a train,- this A stillfurther-object of this invention is to attendant must be shelteredgand some means'. provide va crossing barrier system wherein a pluprovided whereby` the approach of the train is ralty-ofV means of operation is provided, one of indicated to him.4 Another consideration is that which is normally inoperative and which is only 20;; the crossing gate must be as inexpensive aspossioperative upon failure of the normally operative. ble, for at least two gates must Vbel installed at a means..

crossing. Yet a furtherobject is to provide a barrier and With the old type of gates, if a road. vehicle system of operation therefor which fuliill all reis trapped between the lowered ,crossing gates, quirementsof-manufacture and service. 25g; the road vehicle is either hitby the approaching .Y With these andvarious other objects in View,

train or must break through the crossing gate, the. invention may consist of certain novel fea. causing damage to either the vgate or the vehicle, tures of construction and operation, as willl be or both, so that it is desirable that4 therebe some more fully described and particularly pointed out Safety feature Connected With thergate whereby in the specification, drawings and claim appended 30;;

the gate can be renderedinoperative `for .a shortV hereto.

period of time to take care. of any ,emergency In the drawings, which illustrate embodiments whereby a motorist is trapped between the gates f of the device and wherein like reference charwben in lowered position, and this Safety feature acters are used to designate like partspreferably should not involve the raising and low-A Figure 1 is a fragmentary sectional elevation 35i:`

ering of the gates, as this is slow and opens the through the improved crossing barrier; crossing Where a train iS approaehng- Figure 2 is a fragmentary sectional elevation Where the crossing gates are Controlled autothrough the barrier shown in Figure 1, the same matieally, means must be Provided vWheren the being taken substantially on the transverse center Y Y gates will operate though there bea failure offtheunethereof, and at substantially ninety degrees 40%' power ordinarily used to operate the gates. to the construction shown in Figure 1;

rIhere are other contingenciesfwhich may arise Figure 3 is a Sideelevaton of the Construction f which should be taken care of `for lthe crossing Shownn Figure 1 wherein the Sidewalk gate is gate to be .su'ccessful one of' Whlch 1S the cortdl" omitted, and the shock absorbing device is shown tion wherein the gates may be lowered and strike,V as applied to the 1, o a d barrier, 45

the upper port-iontof a road vehicle.. This v frequently occurs where the motorist approaches inliggle an endf eleva'tlon of the devlce shown at too great a speedand so is not able to Stop in Figure *5, isa transverse sectional elevation time. 5 As has alreacl ybeen ointed out, it is a most through a modled form of hammer;

o y p Figure 6 is a side elevation of the control brake 5 desirable thing to have the gates operated by the track vehicle, in which Ycase a system of control f01 the gates; Y' i must ce provided .wherein the gates are Operated; Figure '7 is a side elevation of the control switch at different speeds or at different time intervals',Y for the constructions;

i depending upon the speed of the track vehicle, Figure 8 isa sectional elevation'taken at sub- 55' operation of the motors in the constructions shown in Figures 1 to 4 inclusive;

Figure 12 is a wiring diagram for A. C; opera-l tion of the motor in the form of gate illustrated in Figure 5;

Figure 13 is a wiring diagram for'A. C. and D. C; operation of the motor in the form of gate illustrated in Figure 5. -f Y Referring first of all more particularly to the constructions shown in Figures 1 and 2, the standard or pedestal i6 is provided with a base |2 hav- L t ing secured thereto the support I4 forming a foundation to which the D. C. motor I6 and the A. C. motor |8 are secured, the standar-d being provided with suitable cover plates 20 andl 22 forming convenient means of ingress to the operating mechanism. The standard l0 is provided with the casing 24 secured to the casing 26 supported on the lower portion of the standard I0. The casing 26 is provided with the bearing recess 28 adapted to receive the anti-friction bearings 30 which consist of the outer race ring 32 disposed in sai-d recess, and the inner race ring 34 disposed on the multiple tube 36V and adapted to rotate therewith, suitable rollers 38 spaced by the usual cage being interposed between the inner and outer race rings.

The multiple tube 36 is secured as at 40 to the head 42, the anti-friction bearings being arranged Vto support the head of the multiple tube A36 for rotation with respect to the standard, the

multiple tube being on the vertical center line of the assembly. A suitable bushing 44 is provided between the multiple tube and the head 46 enclosing the top of the casing 26, the head 42 being provided with a depending skirt 48 embracing the casing 26 and the head 46 to prevent ingress of moisture, the enlarged plug 50 being provided in said skirt for adjustment of the securing means 4. tube assembly is mounted on anti-friction bearings 54 and 56 shown asof different character disposed between theV outer tube of the multiple tube assembly, the inner tube extending downwardly and being provided with the gear 58 meshing with the gear 60 provided on the sprocket shaft 62, the sprocket shaft being adapted to be rotated through suitable sprocket and chain connections 64 and 66 by either the D. C. or A. C. mo-

tor.

The sprocket shaft is mounted on anti-fric Y tion bearings 68 and 10 provided in the housing 24. The gear 6 meshes with the gear 12 mounted on the upwardly extending shaft 14, the lower .end of said shaft being provided with the worm '16 meshing with the gear 18 which is adapted to The inner tube 52 of the multiple casing 86, the shaft being provided with the worm 98 meshing with the gear |00 provided on the crank shaft |02. The crank arm |04 is disposed outwardly of the casing and is linked through the link |06 loosely as at |08 to the bracket ||0 provided on the sidewalk arm ||2. The sidewalk arm is pivoted as at ||4 to the casing 86, the casing being provided with spaced stops H6 and I8 for limiting upward and downward movement of the sidewalk arm.

The shock absorbing device |20 is secured to the head 42, though a bracket may be disposed on thecasing 26 for this purpose, the shock absorber |20 being adapted to engage a track |22 provided on the road arm |24. The shock absorber is adapted to engage the arm at approxi- .mately forty-five degrees from the horizontal and comes to rest against the gate stop angle |26 mounted onthe bracket |28 provided on the head. The bracket also serves toI support the bracket |30 secured to the shock absorber |20. The shock absorber |32 is secured to the casing 26 and is provided with the arm |34 adapted to be engaged by the-road arm |24 on up movement thereof, the engagement being at about thirty- 25 lve degrees from the vertical and coming to rest on the lowergbuffer bracket |36 provided on the casing 26. The road arm |24 is provided with a suitable rack |38 provided in the track |40 provided on said road arm and engaging the pinion |42 provided on the shaft |44. The shaft is mounted in anti-friction bearings |46 adapted to be lubricated through the fitting |48 communieating with the lubricant recess |56 mounted in the head. The shaft is provided with the pinion |52 mounted between the anti-friction bearings |54 provided in the supporting brackets |56, the pinion meshing with a worm |68 mounted on the hollow shaft 52, with an arrangement such as disclosed in application Serial No. 450,991, filed May 9, 1930.

The gate is adapted to be operated by a movement of translation, causing an unbalancing of the gate arm, permitting its up and down movement. In order to delay the up movement of the gate a down lock |60 is provided. The down lock |60 consists essentially of a bracket |62 secured to the stop |26, the bracket being provided with the latch member |64 pivoted as at |66 and normally urged outwardly by means of the spring |68. The road arm is provided with the bracket |10 adapted to engage the latch member |64. With this arrangement the gate will have to be moved laterally until the bracket |10 disengages the latch which will permit the gate to be raised. The multiple tube 36 is provided with the gear |12 meshing with the gear |14 mounted on the jack shaft |16, the gear |14 being connected and yeldably held in normal position by means of the spaced springs |18, all in accordance with the above identified application.

Should the road arm be struck, the head will pivot around the multiple tube to compress either of the springs |10, permitting yieldable movement of the head, the springs causing the head to return'to its normal position when pressure is removed from the road arm. Operation of the motors through the switches will cause the shaft 62 to be revolved, whichV will revolve the shaft 52 to cause the worm |68 to rotate the pinion |52. Rotation of the pinion, assuming the gate to be in up position, Will move the gate through the rack and pinionV |38 and |42 with a slight movement of translation until the gate is acta-vase the-bracket125211and=:-suit`able contact ingers` 264 and::26:6f;.areamounted for .electricalV connection in *an unbalanced .position to. :rotate aroundzzthefl shaft |44 to its downward position. TheLdowfn-f ward movement Vis resistedratfortyeivedegreesi by engagement with .the arm vof the.shock:ab.;:

sorber 42E) until the gate .finally is cushioned. Lto!` rest againstfthe bracketi E25; .At this timegthe latch lil engages the latch bracketf'l'lmi Reversal of movement ofxthefmotorszwillxcausena reverse movement throughthaparts enum'erf-@ ated, but the gate will not immediately start' in its upward Lrnotion ..until..;'a Jsufncient .movement of .translation `has occurred .to'release thebraok-.w et il@ from the latch it; Upon releasezof their: bracket from the latch the gate wi-llziimmedi':Y

fately start downwardly, the motion4 adjacentv4 itsn final position being resisted by the. armi |342 offf' theshock absorber..l32.until it is nally brought to rest against the brackets or stops ISSL-fn the formv of the device shown in Figure 5, the pedestal Zilllis provided with the headr 202.5- The head 252 is of such construction as Ato.con. tain the A. C. and D. C. motors 204 land. 206',`.the motors being provided withsuitable pinions 2l'l'8v meshing with the gear 2 l0 mountedfon the shaft The shaft 2l2 is mounted vin the lubricant casing 294 and meshes withl the gear ZIEL' mounted on the vertical shaft' ZIB'. Suitable anti-friction bearings 220 serve to `mount'ffthe shaft in the lubricant casing. IThev shaft is pro'- Vvidedwith the worm 222 meshing with the suitable gear V224 mounted on the gate arm shaft 226i? the shaft being anti-'frictionally mounted at 22'8`' in suitable lubricant recesses 230 formed in'-the head. Pinions 232 are mounted on the shaft 226 and are adapted to be engaged by the racks 234 mounted in suitable tracks 23S on the gate-l arm 238.

This gate is of such construction that it is provided with only one arm. This gate may be provided with the upper stops Zlliland thefloweristops 242, as well as the shock absorbers-'mot shown) and the latches (not shown). The shaft' 2 i8 extends downwardly and is coupled asv at'244f to the control switches 255 to be later described. In Ythe operation of this gate, actuation o-f either of the motors rotates the shaft" 2l2 through the gears 228 and 2li), causing rotation of the shaft M8 until such time as the switch 246 cutsoff the current to the motor. Rotation of the shaft ll rotates the shaft 22S to cause the-- movement of translation and rotation of the gate to down position. Upfposition,of course,-occurs f uponv reversal of the motors, it being understood that reversible motors are used in this and in-v `the other modification.

Referring new more particularly to the switch mechanism illustrated in Figures 7 vand 8, this form of switch mechanism is adapted for `oper-- ating either of the gates illustrated `and dee scribed, it being only necessary to change thel number of 'contacts provided thereon. In'4 the construction illustrated in Figure 1, the switch` l of course is operated directly'by the shaft 14.

In the construction illustrated Vin VFigure 5, the switch is adapted to be operated by the shaft 2|8. The switch consists essentially of a securing. base Zell provided with spaced supporting arms 252 in which the shaft 254' is rotatably mounted. rhe shaft is adapted to be operatedl `by the pinion trmeshing with a suitable worm or gear provided on the operating shafts above described. The shaft 254, is provided with a suitable number of non-conductor cams 2581adjustably mounted on said shafts, asby meansof- "the'nuts 260.I An insulating bar '22`is carried by to.v :th'e'rrespe'ctiv'e-e` motors, engagement between the fingers'. 264Lan'd. 266being controlled by movement 'of the `cami 258r `determining operation of the-lrespectivefmotors.A Operation of the motor, therefore, depends i-upon the engagement between thefcamfA switches 258 and the contact fingers 256. Engagement `loetwe'en the different cams and theirrespective contact iingers` determines the operation ofthe motor.A It will be appreciated thatithelswitch- ngers 264 and 266 are normally urgedaway'rom. each other.v That they will assume ithepositioniof the fingers 254 in the dottedvsline .-'positionof theiinger 265 as shown in Figure 'lfbreakingthe contact and rendering the motori-.inoperativel Movement.V of the cam to cause Contact :between the lingers closes the circuitto'cause operation of the motor. Adjustment of thistype-of` switch Yis very easily and quickly. effected, due* to the factV that it is only necessaryftolloosen vthe lock nut Zt to adjust the calm,lwhereby it willrcause the switch fingers to clo'sevorlopen atlfan` advanced or retarding stage,

thus 'determining the operation of the motor after the' atrainxcontrol from any track circuit has bee-n.: operated'.

In order toprevent over-travel of the switches, thatrfis, in orderatov insure that the gate arms oc cupy'a.pre-selectedposition, the shaft 62 is provided with a brake-drum 2&8 adapted to be contacted by the spaced shoes 2l@ and 2'52 of the brake unit 2'l4.`l The brake vshoes 2id and N2 i are' pivotally mountedas at 216and 21H3 on the spaced leversand 282 pivoted as at and 286151150 the-supportv 2881s, The `support 28? is secured tov thesolenoid 290; connected to the system iny a manner `to be later described, the solenoid controlling movement nof the plunger isti. The

plunger 292i's loosely connected through the link downwardly,V causing theb-rake shoe 2l@ to engage th'ebra'ke drum.:v The lever 232 will be moved-upwardlyto cause the brake shoe to engager-the brake' drum. When the solenoid is energized yinward movement 'of` the plunger will move .thewleverrY 296'.' in.. Va Lcounterclockwise position to permit/"the lever282 `to drop downwardly,

the downwardk position Ibeinglimited by the stop 3l4l1f Continuedmovement of the lever 2% will causefthe lever' 280%toberaised, compressing the spring 3H) ''and bracing the brake shoe 24% out of `'engagement wit'hthe'` brake drum.

Figure 9 shows. a.wiringdiagram for protectionfofl a `crcssingmof.` two `inainirailroad tracks andfa'rpubIiohighWay, usingfour gates, flashing Ylightsland abelli'asz protection.

A rtrainlfentering thefftrack 'circuit to the left, causes 'track-relay ,3 I 6 to become ole-energized,

opening its.frontcontactsxandfclosing its backr contactss. This relayyindropping, closesl a cir- @uit ...fromm bai-,teryfze 31.8.11 to'if and r through limit switches 326 and 322 to contactors 324 and 326, resulting in contactors 324 and 326 becoming energized and closing their respective contacts. The action of closing these contacts results in current flowing to and through fuses 328, to and through thermal protection 336 and to the down winding of the gate motors 332 and 334. Upon current being impressed across these windings, the gate motors 332 and 334 start to operate and continue to do so, bringing their respective gate arms 336 and 336 from a clear up position to a horizontal position, at which time the limit switches 326 and 322 open the circuit to the contactors 324 and 326, causing the current flow to the motors 332 and 334 to be interrupted. This interruption of current flow results in the motors ceasing operation, with a further result of the gate arms 336 and 338 coming to rest.

At the time that the gate arms 336 and 338 came to rest, the limit switches 346 and 342 closed their respective contacts and a circuit was closed from the battery 318, to and through limit switches 346 and 342, to and through limit switches 344 and 346 to contactors 348 and 356, resulting in contactors 348 and 356 closing their respective contacts. The action of closing these contacts results in current flowing to and through fuses 328, to and through thermal protection 336 to the down Winding of the gate motors 352 and 354. 'Upon current being impressed across these windings, the gate motors 352 and 354 start to operate and continue to do so, bringing their respective gate arms 356 and 358 from a clear up position to a horizontal position, at which time the limit switches 344 and 346 open the circuit to the contactors 348 and 356, cansing the current flow to motors 352 and 354 to be interrupted. This interruption of current flow results in the motors ceasing to operate, with a further result of the gate arms 356 and 358 coming to rest. Y

When track relay 316 dropped, it completed a circuit from the battery 318 toI and through limit switches 366, 362, 364 and 366 to the bell 366. The bell 369 starts to function and continues to do so until the gate arms Vhave all as-` sumed a horizontal position, at which time the limit switches 360, 362, 364 and 366 open their contacts and the bell ceases to operate.

At the time that track relay 316 dropped, a third circuit was also completed from the battery 318 to flasher relay 368, resulting in the flasher relay 368 operating an armature back and forth, making and breaking circuits to the flasher lights 316 located oneach of the gate arms. These lights continue to function until such time as the train moves out of the track circuit.

When the train passes out of the track circuit, track relay 316 becomes energized from battery 3122, closing its front contacts and opening its back contacts. the circuit to the flashing lights and bell and closes a circuit from the battery 318'to and through limit switches 314, 316,V 318, an-d 386 to contactors 382, 384, 386, and 388, resulting in these contactors becoming energized and closing their respective contacts. The action of closing these contacts results in current, flowing to and through fuses 328, to and through thermal protection 336 to the up winding of gate motors 332, 334, 352, and 354. Upon current being impressed across these windings, the gate motors start to operate and continue to do so, bringing the gate arms from a horizontal position to a clear up position,V at which `time the 'limit This relay, in picking up, opens switches 314, 316, 318, and 386 open the circuitV to the contactors 382, 384, 386, and 388, causing the current flow to the motors to be interrupted. This interruption of current flow results in the motors ceasing operation with a further result of the gate arms coming to rest.

When a train enters block 390 from the right it operates the gates in a similar manner as described, the control being from battery 392 and relay 364.

In the assembly of the various parts which makeup the gate unit, the individual units described as limit switches and contactors are built into one sub-assembly known as the limit switch, this switch being composed of four limit switches and two contactors. As a sub-assembly it is built into and'is part of the mechanism known as the gate unit.

The outstanding achievement resulting from the incorporation of this limit switch into the gate unit is the ease with which gate operation can be controlled. In connection with the control of the gate operation by train movement, it is understood that any device now in use for controlling any type of crossing protection can be used to control the operation of the gate, bell and flashing lights.

One desirable feature of the gate control which is shown in FigureV 9 is the retarding, or deferring, of the downward movement of the non-traffic gates, until such time as the traffic gates' have reached a horizontal position, or for any period Vof time between one and ten seconds after the traflic gates start to move downward. This feature has beenV found to be desirable at a large number of crossings where highway trame is dense and where it is desired to permit highway tramo, already on the crossing, to move away from that point before bringing the non-trame gates to a horizontal position.

Another desirable feature which can be incorporated into the control of the gates is that of raising the non-traflc gates before raising the traic gates, so that when all gates have been raised the highway traffic has an entirely open crossing over which to proceed.

Still another desirable feature, shown in Figure 9 is that of having the bell cease operation after all gates have been brought to a horizontal position. This feature solves the problem where unusual stress has been laid upon the desirability of keeping all noises at a minimum.

Figure 10 shows a wiring diagram of the gate pedestal, using one motor. All instruments within the gate pedestal are shown to correspond with the positionof the gate arm when in the down position.

For the purpose of more clearly explaining the sequence of operations, it is assumed that a train or other object is now within the limits which caused the gate to lower. The train, or other object, upon leaving these limits, causes a relay, as described with respect to Figure 9, connected with the rails of the track, to become energized, opening its back contacts and closing its front contacts. Current now ows from the front contact of the relay to terminal 516 in the gate pedestal, and from terminal 516 to and through the contacts of limit switch 518 to the coil of con tactor 526. The coil of contactor 526 is energized and attracts to its pole face an armature upon which is mounted an assembly of contacts 522 and 524. Before these contacts reach the pole face of the contacter coil 526 their motion is arrested by contact with studs 526 and 528.

' The contact between' contacts 522.and..524.and L studs. 525 and 528 serves to introduce a path 'from terminal 538 to and through .icontact'll524 'and 1 stud 528 and to the coil of brake 2.90 and from terminal 538 to and through contact522 and stud v 526 to motor terminal .532 ofzmotorr 534. "Terminal 522 having alreadyy been connected toan external source of energy, v'the brake coil 290fand .the motor terminal 532 .otmotor 534 'become energized. The brake coil`29ll has connected t0 Y it (not shown in the drawingssee Figure 6) an 'the motor, this windingv causing rotation of the motor in a directionwhich causesraising ofthe gate' arm. .Rotation of the motor is further transmitted to the switch . cams 531, 536, 518,538,

.these cams rotating in unison. Whenftheiflattened surface of switch cam 518 is brought around to a position similartothatfof .cams 531 andV 536,

`the inherent pressure in the lower switch spring causes it to pull awayfromthe, upper. spring, thus opening the circuit .from terminal 5l6 to contacter 528 and.cauSingcurrentIlOWto that unit .to bev interrupted... When .current ceasesto flow to contactor 52llthe inherent pressure in contacts 522 and 524 causes the armatureassembly to drop away from studs536 and 528, thus interruptingthe flow of current from terminal .530-.tomotor terminal`532of motor 534.and..brake coil290. The absence of current at motorlterminal 532 results in motor 532 ceasing to operate; while the interruption of current flow vto. brake coily 290 causes that coil to become` deenergized, allowing ther pressure of a spring .(part. lof .the brakeshoe assembly) to pullthe ,brakeshoe assembly away from the pole face of the brake coil andcausing the brake shoes to come in contact with Ythe brake drum, instantly stopping further movement of the gate mechanismand the. gateY arm.

To again lower'the gate arm, fthe..l track 4relay must become deenergizedyopening itsfront contacts and closing its back contacts.

Current now flows from the backcontact `of'itherelayito terminal 54E in the gate pedestal, from terminal 5.40 to and through limit switch 536 to contactorcoil (Limit switch 536 by virtue of its rotation when the gate was raising has now;` assumed a positionsimilar to limit switches'5I,8.1and 538.)

The coil of contactor. 542, upon energybeing impressed across its terminals, is; energized-.Land attracts to its pole face anfarmature, uponwhich is mounted an assemblyof contacts 544 andA546. Before these contacts reach the pole face of the l contactor coil 542, their motion is arrestedby con- -tact with studs 548 and 550.` n,The contact' between contacts 544 andY B4G-and studsr'548 and mechanism,.but which .are attracted away from the drumand towards the pole faceof brake coil .290 -when...said brake. coil is energized....Motor terminal 552 iis connected to'an'internal winding *linA the'. motor, this winding causing rotation of' the :motor in-.al direction which causes lowering of thergate arm.v Rotation of motor534 is further :..ti'on opposite' that when the gate arm was raising. *'.Whentheflattened surface of switch cam 536 .fis brought around to a position similar to that as shown in the drawings, the inherent pressure in the lower switch spring causesit to pull away .from the uppergspring, thus opening the circuit from terminalY 540 to contactor 542 and causing current vflow to that unit to be'interrupted. When currentr ceases -toflow to contacter 542, the in-` herent pressure in contacts V544 and 546 causes the armature assembly to drop away'from studs 548 and 555, thus interrupting the flow of current from terminal 530 to motor terminal 552 and brake coil 296. The absenceof current at motor *.*terrninal 55,2 results inthe motor ceasing to operate, `while `the-interruption of rcurrent-flow to brake coil 230 causes the coil to become deenergized; allowing the pressure of aV spring (part 0fthebrake shoe assembly) topull the brake shoe assembly awayifrom the -polejrface of the lbrake .coil and causing the brakev shoes tocome in con.- tact with the brake drum, instantly stopping further movement of the'gatemechanism and the gate arm.

Figure ll-shows a wiring diagram ofthe gate lpedestal using both an A. C. motor 554 and a D .5C. motor 556. Normal operation of the A. C. ...motor is the same as described previously, the D. C. motor being employed as motive power only j when the source of A. C. fails. For thepurpose of more clearly explaining the "sequence of operations, it is assumed that a train isnnowwithin the limits which caused the gate .to lower. Thel trainupon leavingl these limits causes a relay connectedwith the rails of the track `to become energized, openingv its back contacts and closing its 'front contacts. Current now i"flows fromk the front contact of the relay to terminalf'5l6 in the gate pedestal, and through the Contacts `of limit switch 5I8v and to the coil of 'contactorv 525. The coil-of contacter 520, upon energy beingimpressed across its terminals, is energized and attracts to its pole face an armature yupon which is mounted an assembly of contactsl The contact between contact 525 and stud 528 serves to introduce a path from terminal 562 to and throughcontact 1524 and stud 528 and to the .coil of brake 25H3.V Contact 522 and stud 526 `createa path 'for currentk from terminal 530i to .and through contact 522 and stud 526 to motor terminal 552 of A. C.'- motor 534.- Terminal 524 andV 522 havingA already been connected to an ex- -ternal source ofenergy (terminal 562 to 30 volts -ofD. C. andterminal 536 to Volts of A. C.) the brake vcoil 298 and the motor terminal 532 of motor 534 become energized. Terminal l564 is ,.connectediwith kcontact 554 but does not have ^currentpimpressed upon it until the A. C. fails when terminal-564 is energized and terminal 530 is deenergized. Motor terminal 532 of motor 534 is connected to an yinternal winding in themotor, Athis winding causing rotation of the motor in a direction which` causes raising-ofthe gate arm. 1 Rotation of vthe-.motor is further transmitted to -the switch cams53,1, 536, 5|8; and 538, these cams rotating rinfgunison, When Y.the;-1"lattened surface transmittedto the switch camsv 531, 535, 518, and.; '538, these cams rotating in'unison, but-in a direc- K of switch cam 518 is brought around to a position similar to that of cams 531 and 536, the inherent pressure in the lower switch spring causes it tol pull away from the upper spring, thus opening the circuit from terminal 5| 6 to contactor 520 and causing flow to that unit to be interrupted. When current ceases to ow to contactor 526, the inherent pressure in contacts 522, 524 and 554 causes the armature assembly to drop away from studs 526, 528 and 566, thus interrupting the flow of current from terminal 562 to brake coil 296, and from terminal 536 to motor terminal 532 of motor 534. The absence of current at motor terminal 532 of motor 534 results in the motor ceasing to operate, while the interruption of current ilow to brake'coil 296 causes that coil to become deenergized, allowing the pressure of a spring (part of the brake shoe assembly) to pull the brake shoe assembly away from the pole face of the brake coil 296 and causing the brake shoes to come in Contact with the brake drum, instantly stopping further movement of the gate mechanism and the gate arm.

To again lower the gate arm, the track relay must become deenergized, opening its front contacts and closing its back contacts. Current now flows from the back contact of the relay to terminal 546 in the gate pedestal, from terminal 546 to and through limit switch 536 to contacter coil 542. (Limit switch 536 by virtue of its`rotation when the gate arm was rising has now assumed a. position similar to limit switches 518 and 538.) The coil of contactor 542, upon energy being impressed across its terminals, is energized and attracts to its pole face an armature, upon which is mounted an assembly of contacts 544, 546 and 566. Before these contacts reach the pole face Vof the contactor coil 542, their motion is arrested by contact with studs 548, 556, and 568. The contact between Contact 546 and stud 556 serves to introduce a path from terminal 562 to and through contact 546 and stud 556 and to the coil of brake 296. Contact 544 and stud 548 create a path for current from terminal 536 to and. through contact 544 and stud 548 to motor terminal 552 of motor 534. Terminals 562 and 536 Yhaving already been connected toY an external source of energy, the brake coil 296 and the motor terminal 552 of motor 534 become energized. Terminal 564, connected with contact 566, does not have current impressed upon it until the A. C. fails when terminal 564 is energized and terminal 536 is deenergized. Motor terminal 552 of motor 534 is connected to an internal winding in the motor, this winding causing rotation of the motor in a direction which causeslowering of the gate arm. Rotation of the motor is further transmitted to the switch cams 531, 536, 5I8, and 538, these cams rotating in unison. When the flattened surface of switch cam 536 is brought around to a position as shown in the drawings, the inherent pressure in the lower switch spring causes it to pull away from the upper spring, thus opening the circuit from terminal 546 to contactory 542 and causing current flow to that unit to be interrupted. When current ceases to flow to contactor 542, the inherent pressure in contacts 544, 546, and 566 causes the armature assembly to drop away from studs 548, 556, and 568, thus interrupting the ow of currentrfrom terminal 562 to brake coil 296 and from terminal 536 to motor terminal 552 of motor 534. The absence of current at motor terminal 552 results in the motor ceasing to operate, while the interruption of current flow to brake coil 296 causes that coil to become denergized, allowing the pressure of a spring (part of the brake shoe assembly) to pull the brake shoe assembly away from the pole face of the brake coil 296 and causing the brake shoes to come in contact with the brake drum, instantly stopping further movement of the gate mechanism and the gate arm.

Motor 516 is'provided to allow operation of the gate unit should the source of energy supplied to the A. C. motor 534 fail. Both motors are directconnected to the gate mechanism through the medium of chains, sprockets and gears, as already described; the two motor sprockets and the driven sprocket forming a triangle, with the motor sprockets assuming the positon of the two lower angles. Regardless of the source of external energy applied (either 30 volts D. C. or 110 volts A. C.) both motors rotate at all times when the gate is in operation. In the' event of a power failure of the A. C. a suitable relay located exter- Y object, upon leaving these limits causes a relay connected with the rails of the track to become energized, opening its back contacts and closing its front contacts. Current now ows from the front contact of the relay to terminal 516 in the gate pedestal, from terminal V516 to and through the contacts of limit switch 518 and to the coil of contactor 526. The coil of contactor 526, upon energy being impressed across its terminals, is energized and attracts to its pole face anV armature upon which is mounted an assembly of contacts. The operation of the various parts is, then,

similar in up and down positions as described with respect to the A. C. motor 534.

Figure 12 shows a wiring diagram of the gate pedestal using one motor. All instruments within the gate Apedestal are shown to correspond with the gate arm when'in the down position.

For the purpose of more clearly explaining the sequence of operations, it is assumed that a train is now within the limits which caused the gate to lower. The train or other object, upon leaving these limits, causes a relay connected with the rails of the track to become energized, opening its back contacts and 'closing itsfront contacts.

Current now flows from the front contact of the relay to lower vterminal 612 in the gate pedestal, from lower terminal 612 to and through the contacts of limit switch Y614 and to the coil of contactor 616. The coil of contactorY 616,'upon energy being impressed across its terminals, is energized and attracts to its pole face an armature upon which is mounted an assembly of contacts 618 and 686. Before these contacts reach the pole face of the contactor coil 616 their motion is arrested by contact with studs 682 and 684. The Contact between Contact 618 and stud 682 serves to introduce a path from lower terminal 686 to and through contact 618 and stud 682 to upper terminal 688 and to motor terminal 666 of motor 692. Lower terminal 666, having already been connected to an external source of energy, motor terminal 696 of motor 692 is now energized. Motor terminal 696 of the motor is connected to 161i`V intelnal'WIlCiD-g in the motor, this winding volts DfC..or:;1'10ivolts A1C), both motors rotate causing rotation of the motorin a direction which causes raising of the gate arm. Rotation of the motor is further transmitted to the switch cams 664, 696, 614, and 698, these cams rotating in unison. When the flattened surface of switch cam @lil is brought around to a position similar to that of cams 664 and 696, the inherent pressure in the lower switch spring causes it to pull away from the upper spring, thus opening the circuit from lower terminal 612 to contactor616, and causing current flow to that unit to be interrupted. When current ceases to iiow to contactor 616 the inherent pressure in contacts 613 and 686 causes the armature assembly to drop away from studs 662 and 684, thus interrupting the flow of current from lower terminal 686 to the motor.

Contact 686 and stud 664 of contactor coil 616 .are not used in this wiring diagram.

To again lower the gate arm the track relay must become deenergized, opening its front contacts and closing its back contacts. C-urrent now iiows from the back contact of the relay to lower terminal 666 in the gate pedestal, from lower terminal 666 to and through limit switch 664 to contactor coil 662. (Limit switch 664, by virtue of its rotation when'the gate arm was rising, has now assumed a position similar to limit switches 616 and 668.) The coil of contactor 662, upon energy being impressed across its terminals, is energized and attracts to its pole face an armature upon which is mounted an assembly of contacts 664 and 666. Before these contacts reach the pole face of contactor coil 662 their motion is arrested by contact with studs 666 and 616. The contact between contact 664 and stud 666 serves to introduce a path from lower terminal 666 to and through contact 664 and stud 668 to upper terminal 6l2 and to motor terminal 614 of motor 692. Terminal 686, having already been connected to an external source of energy, motor terminal 6i4 is now energized, causing rotation oi the motor in a direction which causes lowering of the gate arm. Rotation of motor 692 is further transmitted to switch cams 694, 696, 614, and 668, these cams rotating in unison, but in a direction opposite that when the gate arm was raising. When the flattened surface of switch cam 664 is brought around to a position similar to that as shown in the drawings, the inherent pressure in the lower switch spring causes it to pull away from the upper spring, thus opening the circuit from lower terminal 666 to contactor 662 and causing current iiow to that unit to be interrupted. When current ceases to ilow to contactor 662 the inherent pressure in contacts 664 and 666 causes the armature assembly to drop away from studs 668 and 616, thus interrupting the flow of current from lower terminal 686 to motor terminal 614. The absence of current at motor terminal 614 results in the motor ceasing to operate, allowing the gate arm to come to rest.

Contact 666 and stud 616 of contactor 662 are not used in this wiring diagram;

Figure 13 shows a wiring diagram of the gate pedestal using both an A. C. motor 692 and a D. C. motor 616. Normal operation of the A. C. mo-tor 692 is the same as described previously, the D. C. motor 616 being employed as motive power only when the A. C. fails. Motor 6I6 is provided to allow operation of the gate unit should the source of energy, supplied to the A. C. motor, fail. Both motors are direct-connected to the gate mechanism through the medium of gears. Regardless of the source of external energy applied (either 30 4`tacts and closing its front contacts. flows from the front' contact oithe relay to lower terminal .612 in the gate pedestal, from lower at` all times when the gateis in operation. ln the eventfof a:` power failure `of the A. C., a suitable relay,-located'externallyof the gate, becomes det energized, opening .u its front contacts through which Vthe A. C; flowed Vand closing its back contacts causing 30 volts of D.' C. to ow to lower terminal 616- in rthe gatepedestal. Lower terminal *686 is Snowdeen'ergized and no current iiows at this point.

` For the purpose of more clearly explaining the -sequenc'e' of lt'operations, it is assumed that a train is now.` within 'the limits which caused the gate to'lower. The train, upon leaving these limits, causes a-relay connected with the rails of the track to beccmeenergized, opening its back con- Current now terminal '612 to andV through Vthe contacts of limit switch''lfl and tothe coil of contactor 616.

vThe vcoil of contactor'l, upon energy being im- 'pressedfac'ross its terminals, is energized and attracts Vto its-pole'face an armature upon which is nlou'ntedan assembly of contacts 618 and 636.

Before these contacts reach the pole face of the contactor coil 616 their motion is arrested by Contact with studs y682 and 664. The contact between contact 666 and stud 684 serves to introduce a path from lower terminal 6l8 to and through said contact and stud to upper terminal 626 and to motor terminal 622 of motor 616. Lower terminal 618 having already been connected to an external source of energy (30 volts of D. C.) motor terminal 622 is energized. Lower terminal 666, connected with contact 616, does not have current impressed upon it, since this source of energy has failed. Motor terminal 622 is connected to an internal winding in the motor, this winding causing rotation of the motor in a direction which causes raising of the gate arm. Rotation of motor 6l6 is further transmitted to the switch cams 664, 696, 616, and 668, these cams rotating in unison. When the flattened surface of switch cam 614 is brought around tca position similar to that of cams 694 and 696, the inherent pressure in the lower switch spring causes it to pull away from the upper spring, thus opening the circuit from lower terminal 612 to contactor 616 and causing current flow to that unit to be'interrupted. When current ceases to flo-w to contactor 616, the inherent pressure in contacts 618 and 666 causes the armature assembly to drop away from studs 682 and 684, thus inte.-

rupting the flow of current from lower terminal 618 to motor terminal 622. The absence of current at motor terminal 622 results in the motor ceasing to operate, allowing the gate arm to come to rest.

To again lower the gate arm, the track relay must become deenergized, opening its front contacts and closing its back contacts. Current now flows from the back contact of the relay to lower terminal 666 in the gate pedestal, from lower 'terminal 666 to and through limit switch 664 to contactor coil 662. (Limit switch 694 by virtue of its rotation when the gate arm was rising has now assumed a position 'similar to limit switches 616 and 618.) The coil of contactor 662, upon energy being impressed across its terminals, is energized and attracts to its pole face an armature upon which is mounted an assembly of contacts 664 and 666. Before these contacts reach the pole face of the contactor coil their motion is arrested by contact with studs 668 and 6|6. The

contact between contact 606 and stud 6|70 serves to introduce a path from lower terminal 6I8 to and through contact 606 and stud SIU, to upper terminal 624 and to motor terminal 626 of motor SIS. Lower terminal 6| 8 having already been connected to an external source of energy (30 volts of D. C.), motor terminal 626 of motor 6|6 is energized. Lower terminal 686, connected with contact 664, does not have current impressed upon it, since this source of energy has failed. Motor terminal 626 is connected to an internal winding in the motor, this winding causing rotation in a direction which causes lowering of the gate arm. Rotation of motor 6|6 is further transmitted to the switch cams, these cams rotating in unison. When the attened surface of switch cam 694 is brought around to a position similar to that as shown in the drawings, the inherent pressure in the lower switch spring causes it to pull away from the upper spring, thus opening the circuit from lower terminal 600 to contactor S02, and causing current flow to that unit to be interrupted. When current ceases to ilow to contactor 602, the inherent pressure in contacts 604 and 606 causes the armature assembly to drop away from studs 608 and Gill, thus interrupting the flow of current from lower terminal 6|8 to motor terminal 626, allowing the gate arm to come to rest.

Limit switches 696 and 698 serve no purpose in the control of the gate mechanism, but are supplied as part of the regular equipment to care for auxiliary circuits which mightbe thought advisable by the purchaser.

It is to be understood that We do not wish to be limited by the exact embodiments of the device shown, which are merely by way of illustration and not limitation, as various and other forms of the device will of course be apparent to those skilled in the art Without departing from the spirit of the invention or the scope of the claim.

We claim:

In a crossing gate, a gate arm swingable both vertically and horizontally, means for raising the gate, and means 'preventing the raising of the gate throughout a predetermined horizontal travel of the gate.

HARRY R. BEHNKE. WILLIAM M. LOSER.

CERTFICATE OF CORRECTION.

Patent No. 2,054,788. September 22, 1956.

HARRY R. BEHNKE, ET AL.

It is hereby certified that the name of the assignee in the above numbered patent was erroneously Written and printed as "M. Mayhill Smith" whereas said name should have been written end printed as M. Mayhell Smith, of Chicago, Illinois, assignee by mesne assignments, as shown by the records oi this offioe; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the oase in the Patent Office.

Signed and Sealed this 8th day of December, A. D. 1936.

(Seal) Acting Commissioner of Patents.

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