|Publication number||US2874493 A|
|Publication date||Feb 24, 1959|
|Filing date||Aug 31, 1956|
|Priority date||Aug 31, 1956|
|Publication number||US 2874493 A, US 2874493A, US-A-2874493, US2874493 A, US2874493A|
|Original Assignee||Ethel Scott|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (9), Referenced by (19), Classifications (15)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Feb. 24, 1959 H. MANDEL 2,874,493
HTTUENEY IN VEN TOR.
15' T ,6 18% BY a, f -4. J i
United States Patent G e AUTOMATIC SIGNALAND BARRIER DEV ICE FOR RAILROAD CROSSINGS Henri Mandel, Bronx, N. Y., assignor of one-half to Ethel Scott, Bronx, N. Y.
Application August 31, 1956, Serial No. 607,468
1 Claim. (Cl. 39-42) V This invention relates to the art of signalingdevices and particularly. concerns an arrangementof apparatus for automatically signaling the approach of a train to a vehicular railroad crossing and for automatically lowering suitable barriers to vehicles at the crossing. The invention further concerns a novel barrier device for a vehicularrailroad crossing.
It is a principal object of the invention to provide automatlc means actuated by a train near and in a vehicular track crossing to signal the approach and presence of the train and to operate a vehicular barrier.
It is a further object to provide a unique arrangement of signals and barriers at a railroad track crossing for vehicles.
It is a furtherobject to provide a flexible barrier for a railroad track crossing. Q t
For further comprehension of the invention, and of the objects and advantages thereof, reference will be had to the following description and accompanying drawings, and to the appended claim in which the various novel features of the invention are more particularly set forth,
In the accompanying drawings forming a material part of this disclosure:
Fig. 1 is a plan view of a portion of double track 2,874,493 Patented eb. 24, 1959.
the tracks in each section are insulated electrically from each other. It is intended that electrical contact between the tracks in each section be made through the train when it is disposed in that section. The wheels 19 and axle 20 represent such an. electrically conductive train portion which electrically connects the two tracks of the section of trackage entered upon by the train approaching the crossing.
At each. end of the crossing is a pole-type barrier B to be described in detail below. Near. the crossing is a siren 21 and a traflic light 22. Near the end of the street S beyond the crossing is another siren or a bell 23 and another tralfic light 24. t
.A battery. 25 .orother source of electrical power is .provided to actuate thejalarm and barrier apparatus;
Lamp 24 preferably provides an amber warning light and bell 23 provides an audible warningsignal that a train is approaching. The lamp 24and bell 23 are connected in parallel with each other and in series with the tracks in sections 12 as shown by wires 29 in Fig. 1. Wire 30 is connected to power source 25. Wires 28 provide the returncircuit from the tracks of section 12 to the power ,source.
The tracks in the central section 14 are connected to wires 31 and 32. Wires 31 are connected to the parallel arrangement of a motor 33 shown in Fig. 3 and used in barrier B, siren 21, and lamp 22. Lamp 22 preferably provides a red light and the siren is quite loud and indito the lamps 22, 24, audible signal devices 21, 23, and
' Fig. 2 is a perspective view of a barrier deviceem ployed at the vehicular crossing, on an enlarged scale.
Fig. 3 is a sectional view taken on lines 3-3 of Fig. 2.
Fig. 4 is a plan ,view-of a vehicle crossing a track with the yielding barrier members in guard position.
Fig. 5 is anelevational view of the crossing with the barriers in guard position with a vehicle under one barrier member.
Fig. 6 is a circuit diagram of an arrangement for energizing an electrical device. l
In Fig. 1 is shown ,a portion of a railroad having two pairs of tracks T. Each pair of tracksihas five sections. The two outer sections 10 are the conventional tracks mounted on,ties 11. These sections extend for an indefinite distance from the vehicular crossing C. A pair of intermediate sections 12 are located a definite distance from the crossing starting at a point at which it is desired to actuate the alarm apparatus that a train is approaching the crossing. These sections 12 are limited in length to the distance of train travel considered safe before the barriers B are operated. The central section 14 of the trackage is sufficiently long so that the barriers B can be operated before the train reaches the crossing. This section of trackage extends through and beyond the crossbarriers B at the opposite side of the crossing are con nected in parallel with the corresponding numbered members on the, first described side of the crossing. L In Fig. 1, wheels 19 with axle 20 are shown completing the early warning circuit through. one track section 12, so that lamps 24are lit and-bells 23Iare sounding. In addition, in Fig. lanother set of wheels 19 and axle 20' are shownfin central section 14 on the other trackt'o indicate that a train is in this section, so that the electrical circuit is also completed through lamps 22, sirens 21, and the actuating motors 33 of the barrier members B'. Thus the barrier poles P are shown in closed or guarding position at the crossing. f
.In Figs. 2fand 3 is shown the barrier B including a flexible pole P. Thispole is'preferablymade of a white or brightly colored plastic material such as polyethylene, nylon, Fiberglas, or the like. iIt' is required that it be quite tough but resilient ,toflb'end throughan angle of. about ninety degrees iiiall "directions" without 'brea'kingf The pole may have red or other brightly colored strips 35. The pole is widest at its base and tapers to a narrow tip. The several tips of the adjacent aligned poles in guard position are spaced a short distance apart as shown in Fig. 1. Each barrier assembly consists of a pair of barrier poles P each mounted in its own housing 36. The housing 36 is a closed hollow casing which has a wide slot 37 in part of its front side 38 and top 39. The pole pivots on a shaft 40 journaled in the sides 41 of the housing. At the base end of the pole is a metal insert 42-formed with gear teeth. These teeth mesh with teeth of the spur gear 43. Gear 43 is mounted on shaft 44 journaled in the sides of the housing 36. Juxtaposed to gear 43 is a pulley 45. The pulley is frictionally mounted on shaft 44.
An endless belt 46 is engaged on pulley 45 and another pulley 47 mounted on the shaft of the motor. Power is as supplied to theniotor viawires 31 and 32. A spring 50 is attached to lever 51 which,is securelyattached to the base of the pole P. When, the motor is energized and rotating the pole is lowered to a horizontal position and is stopped and supported by the lower edge of slot 37 on thefront wall 38.; The motor continues to rotate as long as poweris-supplied'thereto but slippage occurs of the and do not damage the vehicle, norare the poles-dam= aged in separating; As soon. asth''car has left the crossing the poles spring back to their normal guard positions.
In Fig. is shown the pole action when a vehicle V is present in the crossing and one pole P of the barrier descends on the vehicle. Because of the friction clutch arrangement of the pole actuating means, the pole will be held in the elevated position shown in Fig. 5 and will at once descend when the vehicle leaves the crossing clear of the pole barrier. The pole is of course also flexible in a vertical plane as shown by the dotted line configure. tion P in Fig. 2 where the pole is bent in an arc. Arrow 55 indicates th'horizontal plane flexibility of the pole in Fig. 1, and arrow 56 indicates the vertical plane flex ibility; Since the pole is flexible in all directions iii a vertical plane regardless of the angle of contact of the pole with a vehicle leaving the crossing'belat'edly, no damage will be done to the pole barrier or to the vehicle.
The apparatus thus described includesthe early warn ing visible and audible signals when a train is in the remoter sections 12 about a mile or so from the crossing. The apparatus further includes the automatically operated barriers, and visible and audible signals when the train is in the central danger section of trackage '14 near mat the crossing C. The barriers B remainclosed as long as the train is in the central section 14, and the warning sigrials continue as long as attain is in onefl of the .rem'oter sections 12. When the train is wholly within a remote 1 J'o rt ior1.11)- of the tracliage then all signals are automati ca'll'y deactivated and the barriers are automatically lifted." The barriers-Bare of course lifted when the .train has left thecentral danger section 14 wholly and enters a section 12. 'Aparticular f'ature of the barriers to be noted is that they fully guard and block the crossing when lowered yet they will permit a vehicle to make an emergency passage over. the tracks if. necessary when the train is not actually in the crossing.
If it is found undesirable that a'high voltage be applied tothe tracks T by power source 25, their power source 25 may be alow voltage source having ,a potential just suifi cie'nt to energize a relay. This relay, as shown in Fig. 6, may have a coil 27, core 26, an armature carrying movable contact 15, and a stationary contact 15. Each of the signals 21, 22, 23, 24, as well as motor 33, will be connected across the contacts 15, 15 as represented by the electrical device E in Fig. 6. Another high powered electrical energy source 18 is in series with contacts 15, 15' and the electrical device E. Wires 31 and 32 serve to conduct a current to energize therelay coil '27 whereupon the contacts 15, 15 close and the-device E is energized.
It is to be understoodthat the bells and the barrier Q poles may be activated by any suitable mercury or quick silver ,switcli placed. at any' desired distance from the crossing. l
While I have illustrated and described the preferred embodiment of my invention, it is to be understood that I do not limit myself to the precise construction herein disclosed; ancLthat various changes and modifications may be made within the scope of the invention as defined in theappended claim.
Having thus described my invention, what I claim as new, and desire to secure by United States Letters Patent 1s:
A gate element for a railroad crossing comprising a hollow block-shaped housing having a communicating slot in its front and top walls, a shaft journalled in the side walls of the housing and extending across said slot, a flexible tapered pole having its large end pivotally connected to the shaft in said slot and movable therein and having its other end extending outwardly of the housing, and flexible laterally, a metal insert on the large end of the pole in the slot forming an extension thereof, another shaft journalled in the side walls of the housing and extending across said slot parallel to the first-named shaft, a gear on said second-named shaft disposed in the slot, a pulley on the same shaft adjacent said gear, gear teeth on the metal'insert on the pole vin mesh with the teeth on the gear, a motor mounted in the housing, means of connection between the motor and the pulley for rotating the shaft mounting the gear whereby the pole may be raised, and a spring in the housing having one end connected to the large end of the pole and its other end anchored to the housing for lowering said pole when the motor is turned off.-
Resumes Cited in the file of this patent. UNITED STATES PATENTS Tallman June 21, 1955
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|U.S. Classification||49/34, 49/9, 49/334, 49/264, 49/93, 246/128, 172/799.5, D10/113.3, D10/109.1|
|International Classification||B61L29/02, E01F13/06|
|Cooperative Classification||B61L29/023, E01F13/06|
|European Classification||B61L29/02A, E01F13/06|