US1450797A - Automatic gate for railway crossings - Google Patents

Description

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AT TORNE prf, 9235. ASQT I W. H. ENFELD i AUTOMATIC GATE FOR RAILWAY cRossINGs Filed Jan, 24, 1923 4 sheets-sheeb INVENTOR.

Apr.. 3, 11923.

W. H. `ENFIELD AUTOMATIC GATE FOR RAILWAY cRossINGs Filed Jan. 24, 1925 4 sheets-sheet .4

Patented pr. 3, 1923.

lTED STATES WILIJIAM H. ENFIELD, OF OSAGE, IOWA.

AUTOMATIC GATE FOR RAILWAY CROSSINGS.

Application filed January 24, 1923.` Serial No. 614,605.

T o all w homy t may concern Be it known that I, WrLLrAM H. ENFIELD, a citizen of the United States, residing at Osage, in the county of Mitchell and State of Iowa, have invented certain new and useful Improvements in Automatic Gates for Railway Crossings, of which the following is a specification.

This invention relates to a guard gate or bar mechanism for use in connection with railway crossings to indicate to a pedestrian or the driver of a vehicle the near approach of a train, so that the pedestrian or driver of the vehicle should not attempt t0 cross the railway track until the train has passed the crossing, and the invention has for its object to provide in a manner as hereinafter set forth, a guard gate or bar mechanism having the gate or bar element thereof controlled by a train traveling in a direction toward the crossing to cause the lowering, before the train reaches the crossing7 of said guard gate or bar element to protective and signaling position to indicate the approach of a train to the railway crossing.

A further object of the invention is to provide in a manner as hereinafter set forth, a guard gate or bar mechanism for use in connection with railway crossings including a gate or bar element shiftable to operative position as a train approaches the railway crossing and 'said mechanism further including means to provide for the shifting of the said guard gate or bar element to inoperative position as the train travels over the crossing.

A further object of the invention is to provide in a manner as hereinafter set forth, a guard gate or bar mechanism for use in 40 connection with railway crossings including a guard gate or bar provided with reflectors employed for reflecting the rays from the I head light of an approaching engine to set up a visual signaling element at night so that a pedestrian or the driver of a vehicle will understand that a train is approaching the crossing and should not attempt to cross the railway track.

A further object of the invention is to provide in a manner as hereinafter set forth, a guard gate or bar mechanism for use in connection with railway crossings having a gate or bar element provided with a signal and further provided with means for reflecting light rays over the signal to make the latter visual at night to a pedestrian or the driver of a vehicle.

The invention further aims to provide in a manner as hereinafter set forth, a guard gate or bar mechanism for railway crossings, which is simple, safe, and readily operated and includes a gate or bar element held in its raised position by an arm, which arm is released upon the approach of atrain from either direction toward the crossing, the element then falling by gravity to its danger indicating position and whereby after the locomotive has passed the crossing the mechanism will be actuated to lift said element to its inoperative position and retained in such position until released by another train approaching the crossing.

Further objects of the invention are to provide in a manner as hereinafter set forth, a guard gate or bar mechanism for the purposes set forth, which is automatic in its action, strong, durable, compact, thoroughly efficient in its use, readily assembled and comparatively inexpensive to manufacture.

Wfith the foregoing and other objects in view, the invention consists of the novel construction, combination and arrangement of parts as hereinafter more specifically described and illustrated in the accompanying drawings, wherein is shown an embodiment of the invention, but it is to be understood that changes, variations and modifications can be resorted to which come within the scope of the claims hereunto appended.

ln the drawings wherein like reference characters denote lcorresponding parts throughout the several views Figure l is a side elevation of a guard gate or bar mechanism in accordance with this invention, illustrating the gate or bar element in an inoperative position.

Figure 2 is a similar view with the gate or bar element in an operative position.

Figure 3 is a like view with the locking device of the mechanism shifted to released position to provide for the returning of the guard gate or bar element to inoperative position. f

Figure et is a top plan view of the mechanism showing the adaptation thereof in connection with a railway track.

Figure 5 is an enlarged side 'elevation partly in section, illustrating the mechanism in full lines in inoperative position, and in dotted lines in operative position.

Figure 6 is a section on line 6-6, Figure 5. Figure 7 is a section on line 7 -7 Figure 1.

Figure 8 is a view similar to Figure V7 with the locking device shifted to released position.

Figure 9 is an end view of the guard gate or bar element.

Figure 10 is an inverted plan of one end of the guard gate or bar element.

Figure 11 is a section on line 11-11, Figure 9.

Figure 12 is a section on line 12-12, Figure 11. i

Referring to the drawings in detail, 1 and 2 denotes the track rails of `a railway track, 3 the ties and 4, 5 and 6 ties of greater length than the ties-3. The road crossing is indi-l cated at 7, and 8, 9, and 10 designates crossing platforms arranged at the intersecting of the road crossing with the track.

2A `'guard gate or bar mechanism in accordance with this invention, is positioned at one side of the railway track and includes a gate or ba'r element adapted to be positioned to extend transversely with respect to the road crossing 7 so as to indicate to a pedestrian or thedriver of a vehicle that a train is approaching the railway crossing and the said mechanismi's so set up whereby it can be operated on the approach of a train from either direction and furthermore includes means whereby the gate or bar element is released so it can shift to inoperative position as the train passes the railway crossing, and the said mechanism includes a vertically disposed post or standard 11, having secured on the top thereof by the hold-fast device 12, a vertically disposed yokeshaped member 13, having a pivot bar 14 secured thereto and extending transversely with respect therewith. The standard or post 11 has secured to the front thereof, below the member 13, by the hold-fast devices 15, a coupling bracket 16, to which is iixedly secured by the hold-fastdevices 17, an upwardly ex tending and forwardly inclined supporting arm 18, having its upper end bifurcated as at 19. i

Secured to the post 11, by the hold-fast device 20, in proximity to -but below the bracket 15, as well as extending at right angles with respect tothe post 11, is a rearwardly extending yoke 21, having one of its arms formed withl an opening 22, for a purpose to be hereinafter referred to. The

' openingv 22 is positioned in proximity to the closedend ofthe yoke 21.

Shiftably mounted on the pivot 14, within the member 13, is a counter-balanced gate or barl element 23, and said element is mounted onthe pivot 14, atapoint between its vertical center andtheinner end thereof, and by-this arrangement when the element 23 is released, it willi-move` to operative position by gravity andthe operative position of the ment 23 when released moves to element 23 is such as to extend transversely with respect to the road crossing 7, and which position is that as illustrated in F igure 2. The element 23 can be formed of any suitable material, preferably wood, and has its inner` end provided with a wear or reinforcing member as indicated at 24. The outer end of the element 23 is slotted as at 25 and has secured thereto signal plates 26 formed bf transparent and opaque portions and with the transparent portions indicated at 27 and arranged in the form of the word Stop. Or said signal plat-es 26 can be set up whereby the word Stop will be more distinctive than the remaining portion of said plate so that it can be readily read. Mounted on the top of the member 23 is a. flat reflector 28, and secured to the bottom edge of the element 23, as well as depending therefrom, is a pair of oppositely extending reflecting members 29, 30, and which are employed for reflecting the light rays from the head light of the locomotive to the plate 28, and the latter will 'reiiect the rays downwardly so that the signal plates can be read especially at night. By employing the refleeting plate 28 and reflecting'members 29 and 30 when the element 23 is' shifted to op` erative position, the rays from the head light of the locomotive as it approaches from either direction to a crossing, will act on the plate 28 and member 29 so that a pedestrian approaching the railway truck, or the driver of a vehicle can readily see that the element 23 has been shifted to operative position and which will indicate that a train is approaching the crossing.` l/Vhen the element 23 is arranged. in operative position, as indicated in Figure 2, it extends in the bifurcated end 19 of the support 18 and is retained in the position as shown in Figure 2. `The support 18 furthermore acts as a stop to arrest the downward movement of the outer end of the element 23.` The inner end of the element 23 is curvilinear in contour and the shape of the member 24v conforms to the shape of the inner end of the element 23. The ele operative position by gravity, and the means for shift` ing the element 23 to inoperative position on the pivot 14 will be presently referred to.

Arranged in alignment with respect tothe lower end of the post 1l, as well as being spaced therefrom, is a yoke-shaped support 31, provided with a transversely extending pivot rod 32, upon Vwhich is shiftably mounted the lower end of a 'verticallydisposed spring controlled holding arm 33, for nor, mally maintaining the element 23 in `inoperative position 'andsaid arm 33 carries near its Kupper end a wear plate 34, which acts against the wear plate 24 for the purpose of maintaining the element V23 in operative position until-the arm33 is shifted rearwardl" from vthe inner end of the element 23. Thearm 33 extends up through the yoke 21 and is provided with a pair of eyes 35, 36, the former being arranged above the latter and has connected therewith the upper end 37 of a pulling spring 38, which has its lower end 39 secured to an eye 40 carried by the lower end of the post 11. The function of the spring 38 is to shift the arm 33 toward the post 11, so that the wear plate 34 will engage the inner end of the element 23, shifting said inner end downwardly, thereby rocking the element 23 on its pivot and moving said element 23 to inoperative position. The action of the spring 38 will hold the arm 33 in engagement with the element 23, as shown in Figure 5 and maintain the element 23 in inoperative position until the arm 33 is shifted away from the inner end of the element 23 and against the action of the spring 38, and when the arm 33 is shifted from the inner end of the element 23, the latter can move to operative position by gravity.

The arm 33 is shifted away from the inner end of the element 23, to permit of the latter moving by gravity to operative position, through the medium of a pair of shifting devices therefor, and which devices are operated by the train as the latter approaches the crossing. Each shifting device consists of a shaft 41 provided with a pair of crank arms 42, 43, which are disposed at an angle with respect to each other. One of the shafts 41 is supported on the tie 4, which is arranged forwardly of the post 11, and the other of the shafts 41 is mounted on the tie 6, which is arranged rearwardly with respect to the post 11. A pair of bearings 44 is provided for the shaft 41. The bearings 44 are spaced from each other and the crank 42 is arranged inwardly with respect to the inner bearing 44 and the crank 43r is arranged outwardly with respect to the outer bearing 44. One of the cranks 43 is connected by a flexible member 45 to the eye 36, and the other crank 43 is connected by a flexible member 46 to the eye 36. The flexible member 46 is trained over a pulley 47, carried by a bracket 48 secured to the uppei1 end of a vertical support 49. Each of the cranks 42 is provided with an eye 50, having a. chain 51 attached thereto, and said chain 51 is connected to a pulling spring 52 attached to an eye 53, carried by a tie 3. The function of the chain 51 and spring 52 is to normally maintain the crank 42 in a vertical position and in the path of the train so that it can be impacted thereby causing the depression of the crank 42, the rocking of the shaft 41 whereby the arm 33 will be shifted to inoperative position, as indicated in dotted lines in Figure 5.

If a train is approaching in the direction of the arrow 54, the shaftA 41 carried by the tie 4 will be actuated causing the shifting of the pulling member 46 and the moving of the arm 33 to inoperative position. lf the train is approaching in the direction as indicated by the -arrow 55, the flexible member 45 will be shifted causing the arm 33 to be moved to inoperative position. When the arm 33 is moved to inoperative position by t-he flexible member 45 or the iiexible member 46, the element 23 will be released so that it can move by gravity to operative position.

Associated with the arm 33, so as to maintain it in inoperative position, is a latching or locking device consisting of a resilient arm 56, which is connected at one end as at 57 to the hold-fast device 20. The arm 56 is provided with a bevelled nose 58 which operates through the opening 22 and is positioned in the path of the arm 33, and said nose 58 is so set up that when the arm 33 is pulled to inoperative position the said arm 33 will ride aga-inst the nose 58, forcing it outwardly with respect to the apertured arm of the yoke 21, and after the arm 33 passes the nose 58 the latter will spring inwardly and retain the arm 33 in a vertical or inoperative position, as shown in Figure 5, until the arm 56 is shifted to cause the nose 58 to move out of the path of the arm 33, so that the spring 38 will pull the arm 33 to operative position so as to engage the inner end of the element 23, and shift the same .to the position shown in full lines, Figure 5. The arm 56 is offset intermediate its ends as at 59, and arranged within said offset portion 59, is a" spring controlled re leasing lever which is employed for shifting the arm 56 laterally wit-h respect to the yoke 21, whereby the nose 58 will be moved clear of the arm 56. The releasing lever comprises a horizontally disposed portion 60 and a vertically extending portion 61, the latter is positioned in the offset portion 59 of the arm 56 and the former is mounted in bearings 62 secured to the tie 5. The upper end of the vertical portion 61 is provided with a pair of oppositely extending eyes 63, 64, the former has one end 65 of a pulling spring 66 connected therewith `and the other end 67 of the spring 66 is anchored t0 the post 11, as at 68. Attached to the eye 64 is the end 69 of a pulling spring 70, the latter having its other end 71 connected to a vertically disposed arm 72. secured to the yoke 21, as at 73. The springs 66 and 70 are arranged above the yoke 21. The release lever further includes a vertically disposed portion 74 which is arranged inwardly with respect to the bearings 62 and in the path of the train so that while the train is passing the crossing, the portions 74 of the release lever will be actuated by the locomotive and shift said lever to the position indicated in full lines, Figure 8, or to the position indicated in dotted lines, Figure 8,

whereby the arm 56 will be shifted outwardly so that the nose 5S will be moved clear of the holding' arm 33, and the said holding arm 33 will be moved by the spring 38i`to the position shown in Figure 5 and engage with the inner end of the element 23, depressing said inner end. thereby moving the element 23 to inoperative position.

The height of the counter-balanced gate or bar element 23 with respect to the ground can be at any point desired, but preferably about eight or nine feet above the ground to allow a car or team to pass thereunder, so that if the element should be lowered when a car or team was close to the signal, the car or team could pass under the element without danger, or the car or team would not impact against such element.V However, as before stated, the element 23 can be positioned above the ground at any point desired.

The mechanism as set up provides for its operation by a train when moving in either direction towards the railway crossing and it also provides means whereby the gate or bar element 23 is shifted to inoperative position as thetrain travels over the crossing, and although the preferred construction is as illustrated and described` yet it is to be understood that changes in the details of construction can be had without departing' from the spirit of the invention as claimed.

l. A guard gate mechanism for railway crossings comprising a pivoted counter-.balanced gate element normally held in inoperative position and automatically movable 'to operative position when released,

spring controlled pivoted holding arm normally maintaining said element in in-y operative position, atrain actuated means connected to said arm for shifting it against the action of its controlling `spring to release said element, a latching device for maintaining saidarm' against the action of its controlling spring when in shifted position, and a. train actuated spring controlled means cooperating` with said latching device for operating the latter to .release said arm whereby the latter will engage said element and shift it to inoperative position.

' 2.A guard gate mechanism for railway crossings comprising` a pivoted counter-balanced gate element normally held in inoperative position and automatically movable to operative position when released, a spring controlled pivoted holding` arm normally maintaining said element in inoperative position, a train actuated means connected to said'arm for shifting it against the action of its controlling spring to release saidele ment, a latching device for maintaining said arm against the action of its controllingv spring' when in shifted position, a` trainactuated spring controlled means cooperating with said latching device for operating the latter to release said arm whereby the latter will engage said element and shift it to inoperative position, andmeans for supportingsaid element in operative position and further constituting a stop for limiting the movement of the element when shifting to operative position.

3. A guard gate mechanism for railway crossings comprising a pivoted counter-balanced gate element normally held in inoperative position and automatically movable to operative position when released, a spring controlled pivoted holding arm normally maintaining said element in inoperative position, a train actuated means connected to said arm for. shifting it against the action of its controlling spring to release said element, a latching devicefor maintaining said arm against the action of its controlling spring when in shifted position, a train actuated spring controlled means cooperating with said latching device vfor operating the latter to release said arm whereby the latter will engage said element and shift it to inoperative position, and contacting wear plates carried by said element and arm.

4. A guard gate mechanism for' railway crossings comprising a pivoted counter-balanced gate elementl normally held in inoperative positionand automatically movable to operative position when released, a spring controlled pivoted holding arm normally maintaining said element in inoperative position, a train actuated means connected to said arm for shifting it against the action of its controlling spring to release said element, a latching device for maintaining said arm against the action of its controlling spring when in shifted position, a train actuated spring controlled means cooperating with said latching device for operating the latter to release said arm whereby the latter will engage said element and shift it to inoperative position, means 'for supporting said element in operative position and further-constituting a stop for limiting the movement of the element when shiftingl to operative position, and contacting wear plates carried by said element and arm.

5. A guard gate mechanism for railway crossings comprising a pivoted counter-balanced .Q'ate element normally held in inoperative position and automatically movable to operative positionwhen released, a spring controlled pivoted holding arm normally maintaining saidelement in inoperative position, a train actuated meansl connected to said arm for shifting it against the action of its controlling spring to release saidelement, a latching device for maintaining said arm against the` action of its controlling spring when in actuated spring controlled means cooperatshifted position, anda train.

ing with said latching device for operating the latter to release said arm whereby the latter will engage said element and shift it to inoperative position, said element provided with a signal, and further provided with reflecting elements associated with said signal.

6. A guard gate mechanism for railway crossings comprising a pivoted counter-balanced gate element normally held in inoperative position and automatically movable to operative position when released, a spring controlled pivoted holding arm normally maintaining` said element in inoperative position, a train actuated means connected to said arm 'for shifting it against the action. ot its controlling spring to release said element, a latching device for maintaining said arm against the action of its controlling spring when in shifted position, a train actuated spring controlled means cooperating` withl said latching device for operating the latter to release said arm whereby the latter will engage said element and shift it to inoperative position, and means for supporting said element in operative position and further constituting a stop for limiting the movement of the element when shifting to operative position. said element having its outer end provided with a signal, and reflecting elements carried by said gate element and associated with said signal.

7. A guard gate mechanism for railway crossings comprising' a pivoted counter-bal anced gate element normally held in inoperative position and automatically movable to operative position when released, a spring controlled pivoted holding arm normally maintaining said element in inoperative position, a train actuated means connected to said arm for shifting it against the action of its controlling spring to release said element, a latching' device for maintaining said arm against the action of its controlling spring when in shifted position, a train ac` tuated spring controlled means cooperating with said latching device for operating the latter to release said arm whereby the latter will engage said element and shift it to inoperative position, and contacting wear plates carried by said element and arm, said element having its outer end provided with a signal, and reecting elements carried by said gate element and associated with said signal.

8. A guard gate mechanism for railway crossings comprising a pivoted counter-balanced gate element normally held in inopera tive position and automatically movable to operative position when released, a spring controlled' pivoted holding arm normally maintaining said element in inoperative position, a train actuated means connected to said arm for shifting it against the action of its controlling spring to release said element,

a latching device tor maintaining said arm against the action of its controlling spring when in shifted position, a train actuated spring controlled means cooperating with said latching device for operating the latter' to release said arm whereby the latter will engage said element and shift it to inoperative position, means for supporting said element in operative position and further constituting a stop for limiting the movement oi"l the element when shifting to operative position, contacting wear plates carried by said element and arm, said element having its outer end provided with a signal, and refleeting elements carried by said gate element and associated with said signal.

9. A guard gate mechanism for railway crossings comprising a post, a pivoted counter-balanced gate element supported by said post and normally held in inoperative position and automatically movable to operative position when released, a vertically disposed spring controlled pivoted holding arm normally engaging with said element for maintaining it in inoperative position, a train actuated means connected with said arm for shifting it against the action of its controlling spring to release said element, a yoke extending :trom said post for limiting the shitting movement of said arm, a latching device carried by said yoke ior maintaining said arm against the action ot its controlling spring when in shifted position, and train actuated spring controlled means cooperating with said latching device for operating it to release said arm whereby the latter will engage said element for shifting it to inoperative position.

10. A guard gate mechanism for railway crossings comprising a post, a pivoted counter-balanced gate element supported by said post and normally held in inoperative position and automatically movable to operative position when released, a vertically disposed spring controlled pivoted holding arm normally engaging with said element for maintaining it in inoperative position, a train actuated means connected with said arm for shifting it against the action of its controlling spring to release said element, a yoke extending from said post for limiting the shifting movement of said arm, a latch.

ing device carried by said yoke t'or maintaining said arm against the action of its controlling spring when in shifted position, train actuated spring controlled means cooperating with said latching device for operating it to release said arm whereby the latter will engage said element for shifting it to inoperative position, and contacting wear plates carried by said arm and said element.

1l. A guard gate mechanism for railway crossings comprising a post, a pivoted counter-balanced gate element supported by said post and normally held in inoperative position and automatically movable to ,0perative position when released, a vertically disposed spring controlled pivoted holding arm normally engaging with said element for maintaining itin inoperative position, a train actuated means connected with said arm for shifting it against the action of its controlling spring'l to release said element, a yoke extending from` said post for limiting the shifting movement of said arm, a latching device carried by said yoke for maintaining said arm against the action of its controlling' spring when in shifted position, train actuated spring controlled means cooperating with said latching device for operating it to release said arm whereby the latter will engage saidelement for shifting it to inoperative position, and a support car ried by said post and providing means for supporting said element when shifted to op erative position and further providing a stop for limiting the movement of said element when shifted to operative position. l

l2. A guard gate mechanism for railway crossings comprising a post, a pivoted counter-balanced gate element supported by said post and normally held in inoperative position and automatically movable to operative position when released7 a vertically disposed spring controlled pvoted holding arm normally engaging with said element for maintaining it in inoperative position, a train actuated means connected with said arm for shifting it against the action of its controlling spring to release said element, a yoke extending from said post for limiting the shifting movement of said arm, a latching device carried by saidyoke formaintaining said arm against the action of its controlling spring' when in shifted position, train actuated spring controlled means cooperating with said latching device for operating it to release said arm whereby the latter will engage said element for shifting it to inoperative position, said element provided with a signal, and reflecting elements carried by the gate element and associa-ted with said signal.

In testimony whereof, I affix my signature hereto.

VILLIAM H. ENFIELD.

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