US1706318A - Railroad-crossing system - Google Patents

Description

.5. A. ORR

RAILROAD CROSSING SYSTEM "Math 19, 1929.

Filed Feb. 16, 1927 o '3 Sheets-Sheet ,(SQIYZZEM O w t-Q5? A'IITORN EY March 19, 1929. s. AQORR RAILROAD CROSSING SYSTEM Filed Feb.1e s Sheets-Sheet ,2

INVENTCR ATTO R N EY ndicate to any one approaching Patented Mar. 19, 1929.

UNITED STATES-PATENT orrlcs.

SAMUEL A.

DRE, 0]? HIGHLAND PARK, PENNSYLVANIA, ASSIGNOR OF ONE-HALF TO OSCAR I4. SUENDERHAUF, OF DREXEL HILL, PENNSYLVANIA.

RAILROAD-CROSSING SYSTEM.

Application filed Iebruary 16, 1927. Serial No. 168,651.

The present invention relates to protection of railroad crossing streets or roadways. One object isto automatically operate a gate to arrest trafiic in either direction of a multiple track railway and to provide means,

automatically controlled by the, gates, to signal an engineer of an approaching train in either direction on approach at the crossing.

In carrying out the invention, I provide each pair of rails with a number of consecutive insulated sections a predetermined distance in advance of the crossing, which act to consecutively operate relays on transit of a train toward the crossing, the first relay acting to open the circuit of a normally lighted green signal safety lamp, the .relay acted on by the second insulated section acting to close the circuit of a red danger lamp to warn vehicles approaching the crossing, and the thirdsection acting through a third relay to operate a magnet controlling a compressed air valve to act upon pistons in the gate posts to automatically lower the gates and actively restrain crossing of vehicular traflic. Simultaneously with the display of the red lamp,

is an audible signal continuously operated by closure of the red lamp circuit to audibly the gate that there is a train'comlng 1n the lock. At the completion of the gate lowering, an electric circuit is operated displaying a safety signal at the side of the track to indicate to an engineer on an approaching train that the gate is closed, and an adjacent signal lamp at the side of the track to indicate to the engineer that the automatic train stop device, forming a part of the invention, is in inoperative position and he is free to pass the crossing. The latter signal lamps are controlled by the compressed air system.

llhis train stop device, when retracted,due to bleeding of the air pressure lies in the path of a dependent trip on the train, to automatically actuate a valve on the locomotive, and operate the locomotive throttle or the brakes of the train to stop the train before reaching the crossing. The invention involves also novel features 0 in the several types of apparatus employed.

matically act to raise the gates and if it is' stuck on the crossing, will keep the gates raised with the train stop device inopera- "a two-way track representing a railroad crossing embodying my invention.

Figure 2 is a part sectional elevation of a C1OS S1I1g' gateaccording to my invention.

Figure 3 is a crosssectional view of one of the gate posts.-

Figure'eis a sectional View of a track instrument to. stop a locomotive automatically.

Flgure '5/is an elevation of the track instrument.

Figure 6' is asectional view of a magnet for ,c'ontrolling cpmpressed air.

F1gure ,7-'is a detail view of a device to stop atrain.

Referfi 'ig sented" a crossing at a street or roadway spannlng'a plurality of railway tracks. A pair of icylindrical' posts 2 is arranged at each side ofitheflrtracks and these posts are supportedin'cement or other stable foundatrons at the sides of the roadway. The posts are cylindrical and tubular to accommodate a palriof counter-weights 3 moving freely with suflipi'ent" close fit to permit being drlven V upwardly by compressed air. At the side of -each post is. secured a vertical guide 4, 4 -to guide a vertically moving gate 5 formed of structural iron and the gate is connected to the weights by cables 6, 6 passing over pulleys 7, 7 a mounted in the guides A spring cushion, indicated at 8, elastically arrests drop of the counter- Weights when air pressure is cut off from the pipes 9, 9 which branch from a supply pipe 10, the flow of air through which is controlled automatically by a magnetic Valve actuated by a relay. I

Mounted at the top of the fixed framework on the gate is an audible signal 11 and a pair of signal lamps 12, 13. 14, 14:? indicate barriers -movable with the gate to cover first to Figure 2 at 1 is reprethe sidewalks adjacent the street at the crossing to check pedestrians. Intermediate the railsar'e a plurality of casings 16 containing compression springs 17 to support elastically a platform18 carrying at its sides a pair of elastic metallic contacts 19, 19 to cooperate with bracket supported contacts 20, to which circuit wires 21, 21 lead into a switch from a source of electric supply, as for instance, a local supply circuit.

The connection with the tubular posts of the branch pipes 9, 9 is through an airtight diaphragm 22. The gate 5 is provided with roller bearings 23, (see Figure 3), rolling on a smooth vertical channel beam '24 which form the guide 4 or 4. This beam 24 is connected by a pluralityof stra s 25 to the post. The gate carries an insu ated finger 26 which bridges two contacts 27, 27 when the gate is lowered to complete a circuit to si nal lamps. vIn pockets formed at. the sides of the beams 24 are located circuit -wires 28 to whichv the signal lamps 12 and 13 and audible signal 11 are connected, The

' operative position and thathe may proceed track instrument secured outsidethe tracks comprises two telescoping cylinders 29'connected by a coil spring 30. An air pipe 31 communicates with the inner cylinder and when air pressure is applied, the s ring is distended and atri of 'the'track of a trip tongue 37 depending from a locomotive and at the same time, two

contacts 33, 34 are brought into contact by one of them being engaged by the projection 36 on the outer cylinder, to close the'.

circuit of a signal lam R to indicate to the engineer that the trac instrument is in 1nis indicated. It comprises a pivoted arm 37- controllin the air brake s stem of the train or operating the locomotive throttle when enga ed by contact with the upstanding foot is retracted by 32 w en the trackinstrument loss of air pressure.

The air pressure operating the gates controlled by an electromagnetic device, one type of which is indicated in.Figure 6. As

here indicatechair supply from a locally operated compressor maintains pressure ofair. The pipe 10 from the compressor 1s in open communication with a chamber formlng part of an electromagnet 39 and controlling, a

by a spring seated valve 40, another section of pipe 10 which is in communication with.

the gates, and when air pressure from the compressor- 'is applied by actuation of the magnet, the pistons 3 are raised and the gates lowered, showing danger ahead. The armature 41 of the magnet is mounted on a stem connecting with the valve 40 and a bleed valve 42 so that when the ma net is deenergized, the spring at the base c oses the valve foot 32 is shi ted out 40, cutting oif communication with the com-' pressor and opening valve 42, thus permitting the compressed air to bleed the air pressure and raise the gates by the counterbalancing weights. "The gate operating magnet 39 is operatively related to a source opening the 'bleed valve and releasing the track instrument to stop the train. Of

course, the gates would also be raised by this action of the magnetic valve.

A diagram of-Figure 1 shows a wiring system suitable for bothdirections of travel of trains. A definite distance before the gates, the rails are provided with three insulated sections 45, 46, 47, the entire series being at a suflicient distance in front of the crossing to permit the approach of a train on bridging any of the sections, completing a circuit from a source of current 48 thorugh one of a series of relays 49, 50, 51 and hold up their armatures consecutively as long as the axles bridge the rails. The control wires between the rails and source of current 48- are preferably carried from the battery and relays located in a shed or building at the sideof the tracks containing the compressor and other apparatus required tooperate the gate. The circuit wires are carried insurface or underground insulating conduits to their points of connection in the several control circuits. The'relays 49, 50, 51 are in consecutive order connected in operation by the insulated sections 45, 46', 47 and their armatures open or close the circuit of different translatlng devices in transit of a train. When the first axle of an approaching train wheel axle brldgin'g the rails ofthe section and thereby operating the armature of relay 49 and-opening the circuit of the green signal lamp 12mounted on the gate, which in a normal unactuated condition of the relav 49 is in circuit with a supply circuit 52, 52 Under normal conditions, this relay closes the green lamp circuit and signals to a vehicle approaching the crossing that no train is within the first insulated section. As the train progresses the next insulated section 46 is bridged by a wheel axle and the second relay 50 is actuated, raising its armature which interconnects with the armature of relay 49 and continues to hold the reen lamp open circuited. The actuation o the armature of rela 50', however, puts on the red lamp-by bri ging its contacts and comlet 110 v bridges the rails 45, 45, the circuit of battery 48 is completed through relay 49' by the proaching that the several relays restoring the green pleting the circuit of the red lamp 13 and the.

audible slgnal 11, warning any vehicle apthe crossing. On arrival of the locomotive on the third insulated section 47,- relay 51 is actuated,'completing the circuit at the bridging of the magnet 39, thereby actuating the armature 41 and putting the gate casings in communication with compressed air and lowering the gates and preventing transit of trafficthrough the gate. In the meantime,

throiwh the system of interconnection of the armatures of the three relays 41, 50, 51, the red lamp and alarm continues until the last wheel of the train has passed insulated sec tion 47, when the relays are de'energized, light and raising the gates. With the downward movement 0 the gate, on application of air pressure, the bridging contact 26 closes contacts 27, 27? and puts on a green lamp G a determinate distance in advance of the gate to give, a signal to indicate to the engineer that the gates are lowered. When the compressor is in communication with the gate pistons closing vehicular .tratfic, the track instrument'is expanded against the tension of its retracting spring and the foot 32 is moved into inoperative position and at the same time the circuit to lamp R is closed by contacts 33 and 34 to indicate to the engineer that said trackinstrument is in inoperative position and he can proceed across the crossing engineer should disregard the fact that the light signals are not lighted, which indicate that the gates are up and the track instrument inftripping position, the instrument will engage the depending part of the arm 37 to put on the brakes or otherwise stop the train. This will prevent the train from striking a vehicle stalled on the tracks, which prevents operation of the. parts, as before described.

It will be evident upon an inspection of Figure 1, which shows two tracks accommodating opposite directions of railway tratfic are affected similarly moving in either direction toward the gates. The circuit connections with the relays and the interlocking armatures of the several relays prevent a returnto the normal condition by holding the circuits in a signalling condition, showing danger until the train has passed the crossing and restores the normal condition. It will be apparent that the invention is by a train not limlted to a single pair of tracks as any other number similarly arranged may be employed.

What I claim is:-

1. In a railroad crossing signal system, a plurality of insulated track sections a "determinate distance from each side of the crossing, a power actuated gate at the crossing arrest-ing vehicular travel, a plurality of relavs each in parallel with respective incontacts of its armature If the I sulatedsections each side of the gate, including a source of electromotive force and adapted to be successively actuated by progress' of the train, interlocking armatures for relays and circuit connections for progressively opening a safety signal, establishing a danger signal and cutting in power to close the gate.

2. In a railroad crossing signal system, a plurality of insulated track sections located a determinate distance from each side of the crossing,'a universal compressed air system,

a pair of gates counterbalanced by counterweights at the crossing and a plurality of relays each in parallel with respective insulated sections at each side of the gate, including a source of electromotive force, sai relays adapted to be successively actuated by progress of a train, and interlocking armatures for the i'elays, said armatures successively cutting out a safety signal, putting on a danger signal, and governing application of compressed and close the gates.

3. In a railroad crossing signal system, a plurality of insulated track sections located a determinate distance in advance of the crossing at each side thereof, counterweighted gates at the crossing, an electromagnet for applying compressed air plurality of relays each connected with me respective. sections, successively controlling signals from safety to danger and operating the electromagnet to apply and lower the gates and a valve controlled by the deenergiz'at-ion of the electromagnet for "automatically bleeding the air pipes and rendering inoperative a danger signal along the track and at the crossing.

4. In a railroad crossing signal system, a plurality .of insulated track sections a determinate distance at each side of the crossing, a plurality of relays, a pair of compresse airfoperated gates at the crossing, a signal circuitand a magnet controlled by the relays, a compressed air valve operated by the magnet for lowering the gates, parallel connections to each relay from respective insulated sections, said relays adapted to be energized by a train to operate the magnet and lower the gate and a track instrument responsive to the compressed air, said track instrument having a trip foot to engage a valve controlled detent on a locomotive an arrest the train on failure of the compressed air mechanism to function properly.

5. In a railroad crossing signal system, power operated gates to bar or permit vehicular transit over the crossing, train and highway signals associated therewith, a pair of tracks with insulated sections a determinate distance each side of the gates, relays connected across the tracks and a. source force in series therewith of electromotive and in parallel with IESPEOtlVE insulated air to raise the counter'wei'ghts to close the gates, a'

track sections of the track at the sides of the relay being in parallel with respective insugates to control operation of said gates and lated sections each side of the gate and 15 signals progressively by said relays by progadapted to be successively actuated by progress of trains on the track. less of a train to progressively change a 6. In a railroad crossing signal system, a clear signal to danger and to energize the pair of pneumatically operated gates, an air 'electromagnet to supply air pressure ho the compressor to operate the same, an electrogates by means of one of said valves on ap- 20 magnet, a pair of valves controlled thereby preach of a train'and means to bleed the air to operate the gates, a plurality ofinsulated and raise the gates by means of the other of track sections a determined distance from said valves 'on-passage-of the train.

each side of the crossing, a plurality of re- In testimony whereof I alfix my signature.

lays having interlocking armatures and in- I v v eluding a source of electromotive force, each SAMUEL A. ORR.

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