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Publication numberUS1595154 A
Publication typeGrant
Publication dateAug 10, 1926
Filing dateNov 6, 1924
Priority dateNov 6, 1924
Publication numberUS 1595154 A, US 1595154A, US-A-1595154, US1595154 A, US1595154A
InventorsHarrison Aubrey R
Original AssigneeHarrison Aubrey R
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Automatic railway-crossing gate
US 1595154 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)

Aug. 10 1926. 1,595,154 I I A. R. HARRISON AUTOMATIC RAILWAY CROSSING GATE Filed Nov. '6. 1924 2 Sheets-Sheet 1 Ann R.Harrisnn Aug. 10,1926. 1,595,154

A. R. HARRISON AUTOMATIC RAILWAY CROSSING GATE FiledQNov. 6. 1924 2 She ets-She et 2 K C/"// glwwnroz Y \B Aubre R.Harri5un Patented Aug. I 10, 1926.



Application filed November 1924. Serial No. 748,204.

This invention relates to improvements in automatically operated railway, crossing gates.

The primary object of this inventlon 1s the provision of an automatically operated railway crossing gate which may effectively control traflic at grade crossings, to permit highway trafiic which is within the zone of the intersection to proceed to safety, and

at the same time preventing advancing highwayv traflic from-entering the zone of the intersection during an approach of a train or other vehicular traflic on the railway.

An important object of -this invention is the provision of a gateway structure to be used on grade crossings, embodying a pair of swinging gates at each side of the tracks at the intersection, which may be so operated that the gate at the right side of the highway -will first close to prevent highway traffic from entering the danger zone of the intersection, and the gate at the other or left side of the road closing a short time after the gate at the right side of the road has closed, thus permitting any tralfic which may be trapped in the intersection to escape along the highway, off the track.

A further object of this invention is the provision of electrically operated means to automatically control railway crossing gates and the like, so that one gate may be closed in advance of the other.

Other objects and advantages of this invention will be apparent during the course of the following detailed description.

In the accompanying drawings, forming a part of this specification, and wherein similar reference characters designate corresponding parts throughout the several vicws,

Figure '1 is a diagrammatic View, showing schematically the circuits and apparatus used to control right and left crossing gates; the gates being shown in theirelevated position, as they appear when no railway traflie is near the intersection at which the gates are disposed.

Figure 2 is a view showing diagrammatically the manner in which the improved automatic operating means controls the gate structure to first close a right hand gate while the left hand gate is still elevated.

Figure 3'is a diagrammatic view, showing the details in Figure 2, ith a progressive movement thereof from the position in which the details are illustrated in Figure 2, and showing both right and left crossing gates closed to obstruct vehicular traflic over a highway from advancing into the zone of danger of a grade crossing.

Figures 4, 5, and 6 are diagrammatic views illustrating a grade crossing formed by the intersection of a highway and a rail road track, showing the improved gate structure and the relative positioning thereof with respect to a vehicle traveling on the railway track during its approach toward the intersection.

In the drawings, wherein for the purpose of illustration is shown only a preferred embodiment of this invention, the letter A may generally designate the improvedautomatically operated gate mechanism, which may include the gates B and C at each side of the railway crossing or intersection, operated by a motor D, and including a clutch or gear shift E for selectively placing the power of the motor D for operation of the gates B or C in proper sequence. Circuit means and apparatus F is provided for operation by railway vehicle travel to control,

operation .of the motor D and the clutch mechanism E. r e

As is diagrammatically illustrated in Figures 4, 5 and 6, it is preferred to provide right and left gates B and C respectively at each side of a crossing 10 which is formed by the intersection of the hi hway 11. The gates B and G are preferably of the piv otally mounted vertically swinging type, and the gate B at each side of the intersection is adapted to be positioned to close vehicular traffic at the right side of the highway 11, whereas each gate C is adapted to close the road or highwa to vehicular traflic at the left side of the ighway, looking in the direction of travel. These gates B and C, while they are shown pivotally carried at the central axis of the highway 11, may be individually mounted on the sides of the highway, in so far as the broad principle of this invention is concerned.

The motor D for each pair of gates B and 19 adapted to be selectively shifted into meshing: relation with the gear 20 of the gate B, or the gear 21 of the gate C. Any approved means of driving the gates B and C from. the gears 20 and 21 may be provided, such, as the provision of the intermeshing helical gears 22 and 23 for the gate B, the latter gear 23 or which is keyed with the gear 20; and gears 24: and 25 of the helical gear type for gate C and the gear 21. It IS readily obvious that the sleeve 17 rotates with the shaft 15, and by sliding the same along the shaft 15 the car 19 of the clutch mechanism E may he so ectively meshed with the gears 20 or 21, to elevate and lower said gates, in accordance with the invention to be subsequently described, it is preferred that retaining hoolrs 28 and 29, preferably resilient, he provided, for respective engagement with projections 30 and 31 formed on the splined sleeve 17, to hold the gear 19 in its desired meshing relation with either the gears 20 or 21, as the case may he, and as is illustrated in the various views or the drawings,

An interlocking relay circuit 39 is provided in connection. with the rails of the roadhed G, and the rails of the roadbed G adjacent the highway 11 are insulated to provide the parallel rail sections 35 and 36 at one side of the highway intersection, and parallel rails 37 and 38 at the other side of the highway crossing; these rails 35 and 36 being insulated from other rail sections of the railroad, and also from the sections 37 and is illustrated in the drawings fin interlocking relay structure of any approved type is preferably provided. includ ing an eiectro-magnet connected in cir cuit with the rail s ctions 35 and 36. These rail sections 35 and reihote from the connection oi the magnet 40 therewith having a battery ii connected thereto for use in the circ w of the magnet 40, which normally 6361B the magnet 40, although the magnet will be short circuited when any vehicle, such as a train rolls upon the sections 36 hetween'the magnet 40 and the hattey ll. In similar manner the interloclring structure 3% includes an electro magnet in circuit with the rail sections 37 and 38, and including in this circuit is a battery it connected in the rails 37 and 38, in accordance with well known construe-- tions, Atunatures and 4:6 are normally at tracted y the electromagnetic it) and 4&3, and out oi engaging relation with a contact a. part of a signal and battery d7, which circuit 4:8, so that signal and battery circuit 4C8 norinclly open, except when train. or other vesicle nasses over the railway bridge either the sections 35 and 36 or the sections 37 and 38, and at which in eccordance with the well loiown interlocking relay operation, the

memes armatures do or 46 will engage the contact 4:? to close the circuit 48. In this circuit 48 is preferably provided a master control relay structure 50, to be subsequently described. A storage battery 51 of the proper voltage is also within the circuit d8, and any suitable signalling device may he placed in this circuit, such as an incandescent lamp 52; audible signal bell 53; or motor controlled semaphore 542., Upon closing of the circuit 5-8 the devices 52, 3 and 54: will be operated to signal to tratiic on the highwa 11 the approach of a train along the track The roaster control relay consists ofa solenoid structure including a coil 55, and a core 56 noovehle in the coil. Une end of the core 56 is connected with a pivoted switch arm 57, and this switch arm 57 is aconductor, and disposed in the circuit 48; at its pivoted end being connected by wire 59 to the wire of the coil 55, and at its swinging end operating over an arcuate contact 66 which is connected in the circuit 48. A dash pot 6-1, of any suitabletype, is connected with the switch arm 57 to normally urge the some away from the solenoid structure,-and which is counter to the action of the solenoid when the letter is energized. The arm 57 is always in contact with the arcuate contact 60, and the circuit i8 is never broken at this switch mechanism. However, the switch arm 57 performs its function as a switch arm, in connection with contacts 63, 6d, and 66, which are adapted to be bridged by the arm 5? to close the gap between said contacts $3 to 66 inclusive, and the contact (it), so that energy from the battery 51 is utilized for operating circuits 6?, 68, 89 and 70,

The circuits Wand 70 leading; cfi from the contacts and 66 respectively are connected with the gate arms B and G, These gate arms respectively operate over segments 72 and 53 disposed concentric with the pivot action of said gates. to close the circuits 6% and 70 through said contacts 72 and 73, The contacts W and 7?; are connected in conducting relation, and a condoctor 7.5 leads from these contacts for connection to one terminal'of the motor D. A wire or conductor 7e leads from the other terminal of the motor D, end is connected in the circuit 48 at the opposite side of the storage battery 51 from that side of the storage battery with which the Contact 60: is connected The contacts 63 andv 65 above mentioned are respectively connected to circuits 6? and 68 which lead to spaced contacts of a current reversing switch 82, which is also connected in circuit 76. The circuits 6?, 58 and 76 are adapted to control a mechanism 80 by means of which the gear 19 is moved to properly enga e either the gear 26 or 21, as the case may he, and as now be do scribed during the cycle of operation of the improved automatically operated mechanism.

Assuming a vehicle K to be approaching the intersection 10, from the direction illustrated in Figure 4 of the drawings. As it first enters on the rail sections and 36, the gates B and C at both sides of the intersection in the highway 11 are in their normally elevated position, and traffic is of course passing over the intersection 10. As the vehicle K advances along the trackway, in the direction of the intersection, it will short circuit the interlocking relay circuit in which the electromagnet 4:0 is positioned permitting the arm to swing to engage contact 47 and close circuit- 48 wherein the battery 51 is positioned. This closing of the circuit 48 will energize the solenoid coil 55 and draw the core 56 upwardly therein, moving the switch arm 57 along the contact 60 toward the contact 63. Also, this closing of the circuit 48 will give a preliminary warning to traflio in the. vicinity of the in-- tersection 10, through any of the signals 52, 53, or 54. As the switch arm 57 engages the contact 63, current will flow from the battery 51 across the contacts 60 and 63, into the circuit 67, through the double pole current reversing switch 82 to the solenoid coil 83, and into the line 76 direct to the battery 51, completing the circuit. The solenoid coil 83 will thus be energized, and will draw the core 85 thereinto from the position illustrated in Figure 1 of the drawings. This core 85 at its outer end is connected to a rocker arm 86; said rocker arm being pivoted at 87 intermediate its ends. The rocker arm 86 has connected therewith a link or rod 88 which is connected, as at 89, to the sliding shaft 17 splined upon the motor shaft 15, and the solenoid including the coil 83 and the core 85 will thus move the shaft 17 from the position illustrated in Figure 1, wherein the gear l9..meshes with the gear 21, to the position as illustrated in Figure 2, so that the gear 19' meshes with the gear 20 of the right hand gate B. At the end of the movement of the rocker arm 86, a movement will be imparted to a connecting rod 90 which connects one end of the rocker arm 86 with the switch 82, to shift the position of the switch 82 for the purpose of reversing a current through the coil 83. This delayed action of the solenoid core 85 upon the double pole changing switch rod 90 is occasioned because of the provision of a slot 93, in the end of the rod 90, within which one end of the arm 8 operates.

Before the reverse current switch 82 has been changed, however, the switch arm 57 has passed upon the contact 64, and this closes the circuit 69, through the gate B; segment 72; conductor 75; motor D; and

line 76 back to the battery 51, setting the motor D in operation, and as the gear 19 engages the gear 20, the gate B at the right hand side of the road will be lowered, while the gate C is still vertically upstanding. As the gate B approaches its downward or horizontal closed position, the same will ride off the contact 72, breaking the current through the circuit 69, and said gate B will move into engagement with a contact 95. This contact 95 is in a line 96, wherein an electromagnet 97 is positioned, and the circuit 69 will again be placed in active condition, as the gate B engages the contact 95'. The motor D will be cut out of the circuit 69, however, and the electromagnet 97 will be energized to hold the gate B by attracting armature 98 which is disposed. on the gate B.

. From the position illustrated in Figure 2, the switch arm 57 of the master control relay structure 50 will next move to engage the contact 65, closing the circuit 68, and sending current through the solenoid coil 83 in reverse direction to that above mentioned. This energizing of the coil 83 will tend to rock the arm 86 from the position illustrated in Figure 2 to the positionillustrated in Figure 3, and to mesh the gear 19 with the gear 21. The switch arm 57 continues to ride thereacross to engage the segment or contact 66, closing the circuit through the gate C; contact 73; conductor Wire motor D; line 76 and back to the battery 51'. 'This will set the motor D in operation, and lowering of the gate C Wlll commence. As the gate C approaches its horizontal relation 'it will move out of engagement with the contact 73 and the cirout through the motor D will be broken, stopping the motor. ever, move into engagement with a contact 100, and. energize an electromagnet 101 which is in circuit with the battery 51, causing saidelectromagnet to hold the gage C closed in the position illustrated in Figure 3 of the drawings. All of this time, during movement of the switch arm 57, it will engage both the contacts 64 and 66, so that the electromagnets 97 and 101 are both energized.

After the train has passed over the sections 35 or 36, or 37 and 38, accordlng to the direction of travel, and has passed the intersection 10, the interlocking relay 39 will of course become active, to open the circuit 48, and permit the dash pot'61 to act on the switch arm 57 for bringing the latter back to open all of the circuits in the gate operating mechanism. The gates B and C will then swing to an open relation incident to the provision of counter weights 110 and 11 provided thereon.

From the foregoing description of this invention it is apparent that a novel type of crossing gate has been provided, which The gate C will, howwill effectively control traffic, without liability of danger. It has been a common occurrence that highway traihc has been caught between the lowering gates in an intersection, during an approach of the train, but with this crossing gate operating mechanism, such trapping of highway traflic will be impossible, since the right hand gates are first lowered to obstruct traffic in the highway against crossing the intersection, whereas the left hand gates remain open for a short period of time, to permit any traffic which may be in the intersection to clear prior to lowering of the left hand gates, for closing off the entire highway at both sides of the intersection.

Instead of depending only on the electromagnets 97 and 101, as shown, to hold the gates closed, said electromagnets may be made to operate pawls meshing with gears 20 and 21, or to operate brakes, to acconr plish the same purpose.

The time interval between closing of gates B and C may be regulated by means of the timed dash pot on the master relay, and by properly proportioning the length of contacts 63, 64, and 66.

Various changes in the shape, size, and arrangement of parts may be made to the form of invention herein shown and described, without departing from the spirit of this invention or the scope of the claims.

I claim:

1. In a railway signal circuit the combination with a track circuit including a relay, a-second circuit adapted to be opened by said relay including a control relay mechanism, a plurality of stop signal circuits adapted to be controlled by said control relay mechanism, and means to operate one stop signal circuit in advance of the other.

2. In a gate mechanism for controlling highway traflic at the intersection of a highway and a railway line the combination of gates for controlling traffic on the highway at the right and left sides of the road, a circuit including a storage battery, relay mechanism in circuit with tracks of the said railway and normally holding said circuit open, said relay being adapted to be short circuited by vehicle travel over said tracks whereby to close'said circuit, a switch in said circuit, solenoid means in said circuit for operating said switch, a motor, gear shift means for selectively connecting the motor with either of said gates,electrically operated means controlled by said switch for shifting said gears, and circuit means for said motor including said switch and electromagnets for holdin said gates closed until said relay is opened 3. In combination an interlocking relay, a circuit in which the interlocking relay is interposed for regulating said circuit, a battery in said circuit, a master control relay in said circuit including a movable switch arm, a pair of crossing gates, a motor, gear shift means for connecting the motor with either of said gates, solenoid means for regulating said gear shift mechanism, reverse current switch means cooperatively regulating flow of current through said solenoid means, and circuit means including the switch arm of said master control relay for regulating operation of said motor and said gear shift solenoid. v

4. In a device for controlling traffic at the intersection of a highway with a railroad, the combination of a circuit including a storage battery, railroad controlled relay means for normally holding said circuit open and for closing said circuit when vehicular traffie is passing over said railroad, a master control relay in said circuit, a pair of crossing gates, a motor, gear shift mechanism adapted to connect the motor for operation of said gates one at a-time, circuit means for the motor including said storage battery and including said master control relay as a switch, switch means for said last mentioned circuit means for each of said crossing gates whereby to close ofl said motor when the crossing gates are closed, elect-romagnetic means for holding the crossing gates closed so long as vehicular traflic is passing over the railroad in the vicinity of the cross ing. and electrically operated gear shifting mechanism including said master control relay as a switch for shifting the drive of the motor from one gate to the other when the first gate is closed.

5. In a grade crossing signal mechanism the combination of a pair of pivotally mounted gates positioned at opposite sides of. a road and adapted to move across the road at the crossing so that one controls traffic at the right side of the road and the other controls traffic at the left a'de of the road, a motor, gear shift mechanism for selectively keying either of said gates for operation by the motor, and means operated by railway traific on the tracks in the vicinity of the crossing for setting said motor in operation and operating the gear shift mechanism to first close one gate in advance of the other.


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4736197 *May 2, 1986Apr 5, 1988General Signal CorporationTransit system third rail warning signal
US8894641Oct 28, 2013Nov 25, 2014Covidien LpSystem and method for monitoring ablation size
U.S. Classification246/130, 246/473.1, 49/93, 246/244
International ClassificationB61L29/00, B61L29/22
Cooperative ClassificationB61L29/226
European ClassificationB61L29/22C