US2091359A - Traffic signal - Google Patents

Description

Aug. 31, 1937. G. GORT ET Al.

TRAFFIC S IGNAL Filed Nov. 11, 1935 6 Sheets-Sheet l I k MOM ,2 r f! 0 703 i M. r

Aug. 3l, 1937. e. GORT El AL TRAFFIC SIGNAL Filed Nov. ll,' 1935 6 Sheets-Sheet 2 7 0 A 5 3 4 3/ i h 4% Q ,N ll 4 4 2 M W 9 y J m -l WWW f m W RJ g Aug. 31, 1937. G. GORT ET AL 2,091,359

TRAFFIC S IGNAL Filed Nov. 11, 1935 6 Sheets-Sheet 3 Aug. 31, 1937. GORT AL 2,091,359

TRAFFIC S IGNAL Filed Nov. 11, 1935 6 Sheets-Sheet 4 Aug. 31, 1937. cs GORT ET AL TRAFFIC SIGNAL Filed Nov. 11, 1935 6 Sheets-Sheet 5 m/ 7 7 2i wcwz 192% I @M Aug. 31, 1937. G. GORT ET AL TRAFFIC S IGNAL Filed Nov. 11, 1955 6 Sheets-Sheet 6 v lulll Qocffl 1 5 6071i,

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Patented Aug. 31, 1937 1 UNITED STATES PATENT OFFICE TRAFFIC SIGNAL aware Application November 11, 1935, Serial No. 49,138

4 Claims.

This invention relates to trafiic signals, particularly adapted for railway crossings.

One of the objects of the invention is to give a signal in a positive manner when a car or train is approaching a place to be guarded, and to retire the signal from View when there is no danger.

Another object is to provide means for automatically moving the stop signal to its signaling or danger-indicating position when a train is approaching the place to be guarded and also when the electric current or the mechanism fails for any reason, and to provide motor driven means for moving the signal to non-danger or clear position, that is, with its face longitudinally of the highway.

Another object of the invention is to so mount and protect the stop sign that its operation cannot be interfered with by ice or snow.

Another object is to provide means for preventing unauthorized manipulation of the signal.

Another object is to provide simplified, compact and relatively inexpensive mechanism efficient for its intended purposes.

In that embodiment of the invention shown in the drawings Fig. 1 is a front elevation of a trafl'ic signal embodying our invention.

Fig. 2 is a side elevation of the same.

Fig. 3 is a front view of the control mechanism with most of the housing broken away.

Fig. 4 is a side view, looking at the mechanism shown in Fig. 3 from the right side.

Fig. 5 is a horizontal sectional view taken on the line 55 of Fig. 3, showing the motor control switch in closed position.

Fig. 6 is a view similar to Fig. 5, showing the switch in open position.

Fig. '7 is a horizontal sectional view taken on the line l'! of Fig. 3, looking downwardly as indicated by the arrows.

Fig. 8 is a horizontal sectional view of the same parts shown in Fig. 7 but in different positions.

Fig. 9 is a diagrammatic View of the electrical circuits used in connection with the control mechanism.

Fig. 10 is a horizontal sectional view of the control mechanism taken on the line I0l0 of Fig. 4.

Fig. 11 is a vertical sectional view taken on the line |lll of Fig. 10.

In Figs. 1 and 2, the standard l0 supports the control mechanism housing II, shield l2, signal member l3, lights l4, and track and crossing signs [5 and I6, respectively.

The mechanism for controlling the signal I3 is located within the housing I I and is shown in its preferred form in Figs. 3 to 11, inclusive. In said preferred embodiment, the motor ll drives the shaft l8 and worm IS. The worm I9 meshes with the worm wheel (Figs. 7 and 11) which is keyed to the bushing 2| non-fixedly mounted on the vertical shaft 22 which is rotatably journalled in the frame 23. Said bushing 2| carries a spur gear 24 which meshes with two small pinion gears 25, 25, located in and carried by a collar 26. Supported by the casting 26 is a ratchet wheel 21 which is rotatable relatively to the shaft 22. A ring gear 28 is fixed within the ratchet wheel 21 by screws 29, in mesh with pinion gears 25, 25. The pinion gears 25, rotate on shafts 30, 30 which are fixed in the collar 26 by keys (not shown) and said collar is keyed at 3| to the vertical shaft 22.

The shaft 22 has fixed to it a disc 32 cut away at 33. The disc 32 is provided with a projecting base portion 34 which carries a vertically disposed pin 35. The pin 35 is designed to engage a slot 36 in a disc 3! fastened on the signal shaft 38. The disc 31 is cut away at two places, 39, 40, the centers of the cut away portions being 90 apart. The signal shaft 38 is mounted in the frame 4| which is part of the frame 23, and at the lower end said shaft 38 carries the signal l3 below the housing H.

The shaft 22 has keyed to it a bevel gear 42, which meshes with a slightly larger bevel gear 43 keyed to a horizontal shaft 44, supported in the frame 23. The shaft 44 has bolted to it, by a bolt 45, a weight 46.

From the foregoing it will be understood that the motor raises the weight 46 by the following means: shaft l8, worm l9, worm wheel 20, bushing 2|, spur gear 24, pinion gears 25, collar 26, key 3|, shaft 22, beveled gears 42, 43, and shaft 44. Simultaneously, the signal I3 is turned to clear position by shaft 22, disc 32, pin 35, disc 31 and shaft 38.

When the weight 46 drops as hereinafter explained, the signal I3 is automatically turned to danger-indicating position through actuation of shaft 44, bevel gears 43, 42, shaft 22, disc 32, pin 35, disc 31, and signal shaft 38.

The base 41 of the frame 23 supports a casting 48 on which is pivotally mounted a pawl 49 by pivot pin 50. The pawl has a tooth 5! which may engage the ratchet wheel 21. The pawl has connected to it an arm 52, pivotally mounted at 53 on supports 54 connected with the casting 48. The arm 52 carries an armature 55 adapted to be attracted by the cores of multiple coils 55 in a circuit to be described. The coils are fixed to the casting 48 by screws 5?.

A motor-controlling switch 58 in the said circuit is supported by a bracket 59 fastened to the frame 23 by screws 60. The switch comprises a pair of contact arms SI and 62. The arm 6| has fastened to it an insulated block 63 which is adapted to be contacted by an insulated cam 64 fastened to the hub of the disc 32 on the shaft 22. Fig. 5 shows the switch arms 6| and 62 in closed position and Fig. 6 shows the cam 64 engaging the insulated contact member 53, flexing the arm GI and opening the switch.

In Fig. 9 is shown the circuit arrangement which may be used in connection with the subject matter of this invention. Connected across a section of rails (not shown) having a local source of power, is a relay 65. We have shown two relays 65, one for each of two track circuits. The relay armatures 66 and contacts 6? are in circuit with the conductors 68, 69, of a circuit having a suitable source of supply such as the battery 16. Also in circuit with the conductors 63, 69 are the motor I! and the parallel windings ll, 12 of the compound coils 56. The motor circuit and the low resistance winding 12 are connected in parallel and include said switch members GI, 62.

When there is no train within the section of track to be guarded, and the electrical circuits are functioning normally, the relays 65 are energized and the positions of the several parts of the control mechanism are as follows: the pawl 59 is in engagement with ratchet wheel 2'5, the weight 46 is in raised or horizontal position as shown in Fig. 8, and the signal is in clear or nonsignalling position. The weight is prevented from dropping by the fact that the pawl 49 engages the ratchet 27 and thereby prevents rotation of the shaft 22. The relays 65 hold the armatures 56 and contacts 57 in contact, and the circuit being thus closed, the pawl operating armature 55 is attracted to the cores of the magnetic coils 55 by the high resistance winding H which is in circuit and holds the pawl 49 in engagement with the ratchet wheel 27, notwithstanding the fact that at this time the switch 6i62 in the motor circuit and winding 72 is open, as shown in Fig. 9, due to the action of the cam 64 on switch arm 6!.

When a train reaches the section of track to be guarded, the magnetic relay 65 is short circuited and tie-energized, thereby allowing armature 66 to break contact with contact 67, opening line 68-59, and de-energizing the windings H, 12 of coils 56. Consequently the armature 55 drops away from the cores of the coils 56, disengaging the pawl 49 from ratchet 21.

The dropping of the armature 55 and disengagement of the pawl 49 from the ratchet 21 allows the weight 55 to drop by gravity to vertical position, thus rotating shaft 22 counterclockwise by means of shaft 34, and bevel gears 43, 42. Such actuation of the shaft 22 carries with it the collar 26, pinion gears 25, ring gear 28 and ratchet 2?. The spur gear 25, bushing 2i and worm wheel 20 are not affected. The rotation of shaft 22 by the dropping of the weight 46 rotates the disc 32 counterclockwise for a little more than a quarter turn, causing the pin 35 to engage the slot 36 in the disc 31 on the signal shaft 38, automatically bringing the disc 3'! to the position shown in Fig. 7 and turning the signal shaft 38 one quarter turn and the signal l3 to danger-indicating position as shown in Fig. 1. At this time, the shaft 22 has moved to such position that the cam 55 is not engaging the switch arm 6i, as shown in Fig. 5, and the motor circuit switch 6 i62 is closed, but the line 68--69 is still open, due to the presence of the train and the resultant open position of armature 66 and contact 67.

When the train has departed, the relay 65 is re-energized, armature 66 is put into contact with contact 67, and the motor circuit is completed. The armature 55 is drawn into contact with the magnetized coils 56, causing pawl 49 to re-engage ratchet 21'. As soon as the circuit has been closed, the motor ll drives shaft l8, worm l9, worm wheel 26, bushing 2| and spur gear 25, thus actuating pinion gears 25. Since the ring gear 28 and ratchet 2'! are a unit, and the ratchet is being held against rotation, the pinion gears 25 travel around the ring gear 28, imparting rotation to the collar 26 and the shaft 22 keyed to said casting by pin 3|. Shaft 22 rotates the bevel gears 52, 43 and shaft 44, lifting the weight 66 to horizontal position, and at the same time the disc 32 is rotated clockwise to the position shown in Fig. 8, the pin 35 engaging disc 37 and actuating the signal shaft 38 to turn the signal (3 to clear or non-danger position.

The rotation of the shaft 22 to lift the weight l5 brings the cam 64 into engagement with the switch arm 6i, as shown in Fig. 6, opening motor switch and stopping the motor as soon as the weight has been raised. But the circuit including winding it remains closed and, therefore, the armature 55 is held in contact with coils 56, the pawl is in ratchet-engaging position as shown in Fig. 8, and the weight is prevented from dropping until the electric current fails or the relay 65 is de--energized by the short circuiting produced by a train entering the section of track to be guarded, as heretofore explained.

At the end of the clockwise movement of the shaft 22, the periphery of the disc 32 engages the edge of the cut out portion 39 of the disc 37 (Fig. 8). At the end of the counterclockwise movement of. the shaft 22, the periphery of the disc 52 engages the edge of the cut out portion 28 of the disc 3? (Fig. 7). Thus the disc 37 is locked in position and the signal [3 cannot be moved manually from either of its intended positions.

The signal is safe because it automatically displays its danger-indicating face to traffic when a train is within the section of track to be guarded or the electrical current or mechanism fails for any reason. The signal can be moved to nonsignalling position only by the operation of the motor, and the motor cannot function while the circuit is open (as it is when a train is within the section) or when the current or mechanism fails for any reason.

Rotating signals have usually been mounted above the control mechanism housing where ice and snow may interfere with or prevent intended movement of the signal. The novel mounting of our signal and provision of the shield l2 overcome this objection.

Obviously the signal shaft 38 may be extended upwardly through a suitable opening in the top of the housing so that signal l3 may be supported above the housing if desired, for example, where the rotating signal is to be added to an existing flashing light signal.

The positive drive between the motor and weight and elimination of flexible connections such as used in prior art structures, is a decided advantage. Since our weight 46 is mounted to move in a vertical plane about a fixed horizontal axis, we obtain the greatest torque when the weight is in raised or horizontal position, and relatively great power is exerted on the signal shaft to turn the signal to danger position, with the expenditure of minimum power to raise the weight from vertical to horizontal position.

By mounting the lights directly on the control mechanism housing, all the wiring may be enclosed in said housing.

In this specification and in the claims, danger position means the face of the signal is at a right angle to the highway, and clear means the face of the signal is disposed longitudinally of the highway which is tobe protected.

Changes may be made in details of construction without departing from the scope of our invention and we do not intend to be limited to the exact form shown and described, except as set forth in the appended claims.

We claim:-

1. A trafiic signaling device comprising a signal movable to danger and clear positions, a frame, a horizontal shaft rotatably mounted in the frame, a weight fixed to the shaft and extending to one side of the shaft, a signal shaft mounted in the frame, a motor, operative connections including a vertical shaft between the motor and the weight carrying shaft for rotating the shaft and swinging the weight upwardly about the axis of the shaft, operative connections between the vertical shaft and signal shaft for turning the signal to clear position when the weight is being raised, means on the vertical shaft for preventing the weight carrying shaft from turning and means for automatically releasing the weight carrying shaft to allow the weight to swing downwardly by gravity and to actuate the operative connections between the vertical shaft and signal shaft to turn the signal to danger position.

2. A traffic signaling device comprising a signal movable to danger and clear positions, a frame, a horizontal shaft rotatably mounted in the frame, a weight fixed to the shaft and extending to one side of the shaft, a signal shaft mounted in the frame, a motor, operative connections including avertical shaft between the motor and the weight carrying shaft for rotating the shaft and swinging the weight upwardly about the axis of the shaft, operative connections between the vertical shaft and signal shaft for turning the signal to clear position when the weight is being raised, means on the vertical shaft for preventing the weight carrying shaft from turning, and means for automatically releasing the weight carrying shaft to allow the weight to swing downwardly by gravity and to actuate the operative connections between the vertical shaft and signal shaft to turn the signal to danger position, said operative connections between the motor and weight carrying shaft comprising a motor driven horizontal shaft, a worm on the motor shaft, a worm Wheel loosely mounted on the vertical shaft and meshing with the worm, a bushing on the worm wheel, a spur gear on the bushing, a collar keyed to the vertical shaft, a pair of pinion gears located in and connected to the collar and meshing with the spur gear, a ring gear, loose on the vertical shaft, held against rotation and in mesh with the pinion gears, a bevel gear on said vertical shaft, and a bevel gear on said horizontal weight shaft, in mesh with said last mentioned bevel gear.

3. A trafiic signaling device comprising a signal movable to danger and clear positions, a frame, a horizontal shaft rotatably mounted in the frame, a weight fixed to the shaft and extending to one side of the shaft, a signal shaft mounted in the frame, a motor, operative connections including a vertical shaft between the motor and the weight carrying shaft for rotating the shaft and swinging the weight upwardly about the axis of the shaft, operative connections between the vertical shaft and signal shaft for turning the signal to clear position when the weight is being raised, means on the vertical shaft for preventing the weight carrying shaft from turning, and means for automatically releasing the weight carrying shaft to allow the weight to swing downwardly by gravity and to actuate the operative connections between the vertical shaft and signal shaft to turn the signal to danger position, said means for preventing the weight carrying shaft from turning comprising a ratchet on the vertical shaft and a pivoted pawl engaging the ratchet, and said means for releasing the weight carrying shaft comprising an armature connected with the pawl, means for attracting the armature and means for releasing the armature and disengaging the pawl from the ratchet.

4. A traffic signaling device comprising a signal movable to danger and clear positions, a frame, a horizontal shaft rotatably mounted in the frame, a weight fixed to the shaft and extending to one side of the shaft, a signal shaft mounted in the frame, a motor, operative connections including a vertical shaft between the motor and the weight carrying shaft for rotating the shaft and swinging the weight upwardly about the axis of the shaft, operative connections between the vertical shaft and signal shaft for turning the signal to clear position when the weight is being raised, means on the vertical shaft for preventing the weight carrying shaft from turning, and means for automatically releasing the weight carrying shaft to allow the weight to swing downwardly by gravity and to actuate the operative connections between the vertical shaft and signal shaft to turn the signal to danger position, said operative connections between the vertical shaft and signal shaft comprising a disc mounted on the vertical shaft and having a pin carrying projection, a slotted, cut away disc fixed to the signal shaft, the pin being adapted to engage the slot, and the periphery of the disc on the vertical shaft being adapted to engage the cut away edges of the disc on the signal shaft when at the limits of its reciprocable movement and to lock the signal shaft against rotation until the vertical shaft is actuated.

GODFREY GORT. WALTER DINNERVILLE.

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