US2213308A - Crossing protective system - Google Patents

Description

Sept. 3, 1940. J. M. EVANS 2,213,308

CROSSING PROTECTIVE SYSTEM Filed oct. 29. 1956 4 sheets-sheet 1 ATTORNEYS.y

sept. 3, 1940. J. M. EVANS 2,213,308

CROSS ING PROTECTIVE SYSTEM INVENTOR. .71422765 M .57i/4725.

A TTORNE YS.

L BY

Sept. 3, 1940. J. M, EVANS 2,213,308

CROSS ING PROTECTIVE SYSTEM Filed Oct. 29, 1956 4 Sheets-Sheet 5 INVENTOR. .72277765 7. .ZTI/472s,

ATTORNEYS.

Sept 3, 1940. J. M. EVANS CROSSING PROTECTIVE SYSTEM FilC-d Oct. 29, 1956 4 Sheets-Sheet 4 Patented Sept. 3, 1940 UNITED STATES PATENT oFFlcE CROSSING PROTECTIVE SYSTEM James Moore Evans, Detroit, Mich., assignor to Grade Crossing Guard Corp., Memphis, Tenn., a corporation of Tennessee Application October 29, 1936, Serial No. 108,150

4 Claims.

' f projectable and retractable barrier type.

The -co-pending application of the present applicant, Serial No. 108,149, led October 29, 1936, now Patent No. 2,164,610, and assigned'to the assignee of the present application, discloses and claims certain features of an improved barrier type protective system for railway, highway, or other crossings. For the purposes of the present description, the co-pending construction comprises generally a plurality of'barriers, located at opposite sides of the crossing to be protected, and suitably imbedded in the roadway surface. The barriers normally occupy retracted positions in which the'surfaces thereof are flush with the roadway surfaces, and are adapted to be projected a predetermined distance above the surface of the roadway to present positive barriers by which vehicles may be brought to rest and prevented from entering the protected crossing. i

In the speciiic form illustrated, the present invention is directed to the provision of an improved warning light system for the barriers disclosed in the above identified co-pending application. As will be appreciated from a complete understanding of the present invention, however, certain features thereof are applicable to barriers of constructions other than the construction of the co-pending application, and are also applicabie to protective devices of other than the barrier type. The illustration of the present invention, accordingly, in connection with a specific form of barrier, and as embodied in specific forms, is to be regarded in an illustrative and not inV a limiting sense, and the term barrier as used in the following description and in the claims is intended, except where the context requires otherwise, to generically referto movable protective devices positioned to obstruct or similarly impede the approaching traflic; to provide such a system embodying one or more` stationary light forces associated with the light transmitting signal elements and one or more reilecting elements' to reilect light from the light sources onto the lenses.

Further objects of the present invention are to provide a system of the above stated character, in which the lenses, reflecting elements, and light sources are so related that as the barriers rise, the beams of light are directed along the roadway at a substantially constant angle to the roadway; to provide such a system in which the reectors move angularly relatively to the lenses and the light sources during barrier movements to thereby compensate for the relative movements between the light sources and the lenses; and to provide such a system in which the reectors are pivotally carried by the barriers, and are provided with actuating means responsive to the barrier movements to vary the angular 'positions of the reflectors.A

Further objects of the present invention are to provide a signal control system' for a-barrier-type protective system, including elements responsive to the arrival of a vehicle within a predetermined,

tem including elements responsive tothe barrier movements and connected to control the lamps jointly with the vehicle controlled elements, to thereby insure correct signal operation.

which appear in the following description and in the appended claims, preferred but illustrative embodiments of the invention are shown inthe accompanying drawings, throughout the several views of which corresponding reference charac- With the above and other objects in view 35 ters are usedto designate corresponding parts and in which-:-

Figures l and 2, taken together, with Fig. 2 considered as placed to the right of Fig. l, constitute a view in perspective of a barrier device of the type with which the lighting and signal systems of the present invention are preferably utilized;

Fig. 1A is a detail view of va controller element; Fig. 3 is a view in vertical, .transverse section, taken along the line 3-3 of Fig. 1; Fig. 4 is a fragmentary view in elevation, taken along the line 4 4 of Fig. 3;

Fig. 5 is a view in transverse section through a barrier, showing a modified embodiment of the present invention;

Fig. 6 is a view in elevation, taken along the line G- of Fig. 5;

Fig. 6A is a sectional View taken on the line (iA-6A of Fig. 5;

Fig. 7 is a fragmentary view of a further modication of the present invention;

Fig. 8 is a schematic diagram of a preferred arrangement of track control circuits which may be used in the practice of the present invention in connection with railroad crossings; and,

Fig. 9 is a schematic diagram of the lighting control circuit of the present invention which is applicable to the various specific embodiments thereof shown in the above identified figures.

Referring first to Figs. 1 and 2, for an understanding of the general features of the barrier construction of the above identified co-pending application, each barrier 20 is of a shell-like form, generally triangular in vertical transverse section, having a top surface and a generally arcuately formed forward or impact surface 2,2. Each barrier 20 is resiliently hinged at its rear corner to the rear wall of an associated casing member 24, adjacent the upper edge thereof. Each casing 24 is suitably imbedded in a pit formed in the associated roadway. In the retracted position of each barrier, (Fig. 3) the top surface thereof lies substantially flush with the top of the associated casing and with the associated roadway and consequently forms a continuation of the latter, over which vehicles may pass without obstruction. In the illustrated projected position, the forward face of each barrier, including the impact portion and the skirt portion, is raised a substantial distance above the surface of the roadway, and constitutes a positive barrier, which, upon being engaged by the wheels of an approaching vehicle, serves to forcibly bring the vehicle to rest and prevent its passing into the crossing with which the barrier is associated. The impact portion 22 of each barrier is preferably reversely bent in relation to the skirt portion `23, the inclination and height of the impact portion above a roadway being so related that vehicles striking the barriers are brought to rest without injury to the occupants thereof. The particular formation of the barrier to accomplish this purpose is disclosed and claimed in the co-pending application of Edward S. Evans, Serial No. 33,037, filed July 25, 1935, on which Patent No. 2,075,892 was granted April 6, 1937, and assigned to the same assignee as the present application.

A complete installation of the barrier devices, as shown in the schematic diagram, Fig. 8, preferably comprises at least two barriers 20 at each side of the crossing to be constructed, those at each side being arranged in end to end relation, and disposed for control by a single drive unit 26. Each drive unit 26, as better shown in Fig. 1, comprises generally a combined motor and brake unit 28, connected through a flywheel sprocket 30 and a flexible coupling 32, to the crankshaft 34 of the adjacent barrier 20. The other end of the just mentioned crank shaft 34 is coupled as by a coupling similar to coupling 32, to the crankshaft of the immediately adjacent barrier 20. Each crankshaft 34 is connected to its associated barrier 2D through a plurality of connecting arms. The connection between each crankshaft and connecting arm 36 is of a lost motion type, so arranged that movement of the crankshaft in a barrier retracting direction positively pulls` the'associated barrier down, through the associated arm 36. The raising movement is effected through a plurality of torsion springs 38, one end of each of which is connected to the associated casing 24, and the other end of each of which is connected to the associated barrier through an arm 40. During a raising movement, the crankshaft motion permits the barrier to be lifted through the force supplied by the torsion springs 38. The lost motion connection between the crankshaft and the associated arm permits the barrier to be retracted against the force of the torsion springs, as by the passage thereover of a vehicle, independently of the rotative position of the associated crankshaft. The barriers associated with outgoing traic lanes are preferably retractable in the just stated manner at any stage of their movement. The barriers associated with the oncoming trac lanes are, however, preferably provided with locking arms 42, which become effective when the barrier reaches the fully raised position to mechanically lock it in such position and prevent the just mentioned depressing movement.

The drive unit 26 and the control system associated therewith, which form the subject matter of a separate copending application of the present applicant, Serial No. 109,941, filed November 9, 1936, and assigned to the same assignee of the present application, is such that upon the approach of a train or other vehicle to the crossing to be protected, the drive unit starts in operation, and permits the barrier to rise to an intermediate or warning position, at which time it is temporarily stopped. The warning height is preferably just sufficient to expose the herein- I after described signal elements associated with the barrier. After the predetermined interval, the barrier movements are continued until the barriers reach their fully projected positions', in which positions they are retained until the passage past the intersection of the vehicle or vehicles which initiated their movement.

Considering now the elements of the system to which the present application is particularly directed, and referring to Figures 3 and 4, as well as to Figures 1 and 2, the forward face of each barrier is provided with a plurality of cut-outs 5G, one thereof being illustrated as positioned adjacent one end of the barrier and another thereof as positioned adjacent the other end of each barrier. Each cut-out 50 is provided with a refracting lens 52, the outer face of which is planar and the inner face of which is provided with a plurality of horizontally extending serrations 54 which impart refracting characteristics thereto. Each lens 52, preferably circular in section and of a suitable color such as red, is seated against an anular shoulder 56 formed in an inwardly extending collar 58, formed in the associated barrier face. Each lens is preferably permanently bonded, as by cementing, within the associated collar.

The forward face of each barrier is also preferably provided with a plurality of cut-outs, arranged to define letters, and each such cut-out is preferably provided with a reflecting bullseye lens, such as 60. The letters thus defined spell out suitable information, the illustrated arrangement including two pairs of the letter R, and the word Stop As will be appreciated, the light of approaching vehicles is reflected by the bulls-eyes.

Light for the lenses 52 is supplied by a plurality of stationary lamp units 62, the attaching nipple 64 of each of which is secured to a conduit 7'5 box 66, included in a conduit line 68 which extends along the base of the associated casing 24. The direct beam from each lamp 'i2 is received by a reflector 'l0 individual thereto, and is directed thereby to the associated lens 54. Each lamp 52, reflector l and lens 52 thus constitute a light transmitting system, disposed to direct a `beam of light along the associated roadway in the direction of approach of oncoming vehicles. i

Lugs H at each side of each reector 10 are pivotally supported on pins l2, which are journalled in arms 14, which depend from the upper surface of the associated barrier 20. The right-hand lug ll, as `viewed in Fig. 4, is extended to provide a cam track 26, which receives a pin "18 carried at the end of a bracket 80, the right-hand end of which is secured to the barrier casing 24 by studs 82.

With this arrangement, as will be appreciated, a raising or lowering movement of the barrier 20, which occurs about a center 84 as an axis, is accompanied by a corresponding tilting of each reflector "F0 about the pins 12, as an axis. The angle between each reflector 'I0 and the beams from the associated light 62 is a minimum when the barrier is in the retracted position, as appears clearly in Fig. 3, and this angle is gradually increased as the barrier is projected. The swinging of each reflector 'l0 relative to its light source 62 is accompanied by a corresponding tilting of the associated lens 52 relative to the light source. The tilting of the reflectors is so relat/ed to the tilting of the lenses, that throughout the raising and lowering movements of each barrier, the substantially uniform beams of light from the light sources, refracted by the lenses,

remain at a substantially uniform angle, preferably of the order of a one degree rising angle, to the roadway. Accordingly, from the time during the initial movement of each barrier that the associated lenses 52 become exposed above the roadway, an intense beam of light is projected along the roadway at a slightly rising angle. The warning lights thus provided by the barrier are initially visible at a substantial distance from the barrier and remain brilliantly visible as the barrier is approached.

It will be noticed that in the retracted position of the barrier, shown in Fig. 3, the lens 52 is positioned slightly below the axis 84 of the pivotal movement of the barrier. The initial barrier elevating movement therefore causes the lens to have a horizontal component of movement to the left (Fig. 3) relative to the lamp 62. This leftward component of movement continues until the lens 52 is elevated to the level of the axis 84, after which continued elevating movement of the lens 52 imparts to it a rightward horizontal component of movement relative to the lamp. In order to compensate for the just-mentioned reversal in direction of the horizontal components of movement of the lens 52 relative to the lamp 62, the curvature of the initially active portion of the cam track 16 is slightly angularly deflected from the main portion thereof, the joinder between the two portions being indicated at 16a.

In the modified embodiment of Figs. 5, 6 and 6A, the general arrangement is as described with reference to the preceding figures and corresponding refe-rence characters are used to designate the corresponding parts. In this instance, two reflecting members are utilized. lOne of these, designated |00, is stationary with respect to the associated barrier 20, and is secured thereto by a plurality of studs |02. The other reflecting member |04 is provided with lugs |06, by which, through pins |08, it is pivotally connected to the associated barrier 20 in a manner similar to that described with reference to Figs. 3 and 4. The pins |08 are journaled in arms H0, which depend from the barriers upper surface. In the fully raised position of the barrier, each reflector |04 is disposed parallel and in flush relation to the adjacent stationary reector |00, and thus acts as a continuation of the latter.

To eifect the tilting of each of the movable reflectors |04, each thereof is provided with a pinion engaging rack ||2, which continuously engages a drive pinion ||4. Each reiiector |04 is connected to the associated rack ||2 through an intermediate link ||6, pivotally connected at one end to the associated reector by a pin H8 and correspondingly connected to the assoi ciated rack by a pin |20.

Each rack H2 is guided in a guide member E 22, and is restrained thereby against movement out of meshing relation to the drive pinion |4. Each' guide 22 is secured, by studs |23, to the spaced brackets |26 which project outwardly from the wall of the barrier 24. 'Ihe drive pinion illi is rotatably supported upon a trunnion 24, vthe opposite ends of which are journalled in the brackets |26. Brackets |26 are secured to the rear face of the barrier casing 24 by studs |30.

The trunnion |24 also carries a second and smaller pinion |32, which is disposed for rotation in accordance with the up-and-down movements of the associated barrier by a rack |313, the supporting arm |36 of which, of adjustable length, is pivotally connected to the barrier by a pin |38 journalled in a boss |40, secured to the barriers surface by studs |42. A roller guide |44 is rotatably supported adjacent the rack |34 upon a pin |46, which extends from one of the previously mentioned supporting brackets |26. Roller |44 acts to maintain rack |34 in continuous meshing engagement with pinion |32.

With this arrangement, it will be evident that an up or down movement of each barrier 2t eiects a corresponding up or down movement of each of the associated links |36, and correspondingly Arotates the pinions |32 associated therewith. The rotation of the pinions |32 is amplified by the larger pinions H4 and such amplied motion is transmitted to the associated reectors |04 through the racks ||2 and connecting links H6. Each reflector |04 thus tilts relative to its associated barrier 20 in a manner similar to that described with reference to the reiiectors '10. The relation of the parts is such that, as in the previous described modification, the direct beam from each lamp 62 is continuously directed against the associated lens 52 during the up-and-down movement. The reectors |04, in moving, thus compensate for the change in relative position of the lenses 52 and the lamps ,62. In the embodiment now being described, the movements of the refiectors |04, as influenced by the gear train, are continuous in direction and the compensation for the reversal in direction of the horizontal components of movement, described with reference to Figs. 3 and 4, is not provided. With the arrangement of Figs. 5 and 6, accordingly, it is preferred to adjust the mechanism so that the beams of 15,7

Cil

light bear the desired angularity to the highway from the time the barrier reaches the previously described partially elevated or warning position until the fully projected position is reached.

A somewhat simpler arrangement is illustrated in Fig. 7, in which a reflector IGI] is stationarily supported in a barrier 20, adjacent an associated lens 52, by a supporting member |62, one end of which is attached to the barrier forward face. Preferably, reflector ISD is so angled relative to the light source and relative to the lens 52 that when the barrier reaches maximum elevated position, a direct intense beam of light is directed along the roadway substantially parallel thereto. During the initial raising movements, it will be appreciated, light reaching approaching vehicles will be a diffused relatively less intense light. The degree of light transmitted thus constitutes an indication of the degree to which the barrier is elevated.

In a broad sense, the lighting up of the warning signals may be effected in various ways. Preferably it occurs as an incident to the actuation of the barriers, and takes place at or near the beginning of the projecting movement of the barriers. It is preferred also that the warning signals be of the intermittent or flasher type. In many instances, it is found that the warning signals described hereinbefore, and comprising the two warning lights at either end of each barrier, and the illuminated warning letters, are sufficient to constitute the complete signal system. In other instances, it is found desirable to supplement the warning signals thus provided by crossing signals of the general type heretofore in use, and in certain cases to further supplement such signals by the use of bells or similar devices.

The remaining two figures, 8 and 9, disclose a preferred control system for actuating the various signal elements associated with the system, Fig. 8 illustrating diagrammatically a preferred track control arrangement which may be used where the barriers are associated with the railroad crossing system, and Fig. 9 showing the various control elements which respond to the track control system and directly effect the lighting of the signals.

Referring first to Fig. 8, the two rails forming a track TI are provided withl blocks of insulating material |50, which form a block or track section extending from a point a substantial distance at one side of the crossing to a point a shorter distance on the other side of the crossing. The two rails of track T2 are similarly divided into a block section of similar extent but disposed in opposite relation to the crossing, it being assumed that traffic on the two tracks travels in the directions indicated by the arrows. The block section associated with track TI is provided with a source of track circuit energy illustrated as a conventional battery TBI, the terminals of which are connected directly across the two rails of track TI, in series with a current limiting resistor RI and a conventional switch SI. A relay TRI is directly connected across the rails of track TI adjacent the end of the track section remote from that at which the battery TBI is connected. Track section T2 is similarly provided, with a track relay'TRE connected across the rails adjacent one end of the track, and a battery TBZ connected across the rails adjacent the other end of the track, in series with a current limiting resistor and a control switch S2.

The switches SI and S2 are continuously closed, as long as the system is in service, and it will be appreciated therefore that track relays TRI and TR2 are continuously supplied with current from their associated batteries TBI and TB2, the circuits extending through the rails of the associated track sections.

As long as no vehicle, effective to form a shunt circuit between the two rails of either section, of lower resistance than the resistances of the relay TRI and TR2, as the case may be, occupies either section, both relays TRI and TR2 remain sufficiently energized to hold the contacts TRII and TR2I thereof in the closed position, in which position they complete an energizing cicuit for the coil of a control relay XR, which circuit extends from the positive line conductor through the contacts TRI I, TR2I, and the coil of relay XR in series, to the negative line conductor.

If a vehicle, effective in accordance with conventional railway signalling practice to form a shunt circuit between the rails of lower resistance than a track relay, enters track section TI or track section T2, the corresponding track relay TRI or TR2 is so far de-energized as to release its contact to the open position, interrupting the just described energizing circuit for the control relay XR.

If the shunting vehicles leave the associated track section, the corresponding track relay TRI or TR2 again becomes fully energized, and, by reclosing its contact, recompletes the energizing circuit for the control relay XR. It will be appreciated, accordingly, that relay XR respondsto the presence in the track sections of vehicles, by assuming the de-energized position, and responds to the departure from the track sections of vehicles by resuming its energized position. It will be appreciated that this is but one of a large number of conventional track circuits, any one of which will accomplish a generally similar result in giving protection to the many varied combinations of train movements.

Referring now particularly to Fig. 9, the control relay XR of Fig. 8 is provided with two normally closed contacts designated XRI and XRZ which respectively control the lighting and flasher circuits in the hereinafter described manner. The control system of Fig. 9 also includes a polarized or double coil flasher relay FL, having the contacts FLI, FL2 and FL3. In the de-energized condition of the relay FL, the contacts F'LI, FLZ and FLS occupy either the illustrated positions in which they are in engagement with the left-hand stationary contacts, or opposite positions in engagement with the opposite stationary contacts, depending upon which of the two relay coils a and b is last energized.

The previously identied lamps 62, located in the respective barrier casings, are shown schematically in Fig. 9, and bear the same reference characters as in the corresponding diagram in Fig. 8. The two lamps 62 may be assumed to be associated with one of the barriers at one side of the track and the two lamps 62a may be assumed to be associated with the mmediate adjacent barrier at the same side of the track. Two lamps 62A may be assumed to be associated with one of the barriers at the opposite side of the track, and the remaining two lamps 62Aa may be assumed to be associated with the adjacent barrier at such opposite side of the track. As will be evident, the circuits for the just identified lamps are controlled bythe flasher relay contacts FL3 and FLI, respectively.

In addition to the flasher lamps just identied, the control system of Fig. 9 provides for the operation of warning bells |10 and |12, which may be located at the respectively opposite sides of the crossing, and also for traliic lights lili and |16, which may also be located at respectively opposite sides of the crossing, as indicated in Fig. 8.

The various relay contacts are shown in Fig. 9 in the positions occupied thereby when the associated coils are de-energized. Normally, however, the control relay XR. of Fig. 8 remains energized, so that, accordingly, the relay contacts XEI and XE2 of Fig. 9 normally occupy positions opposite to those shown in which the corresponding circuits are open. Normally, accordingly, the circuits for both series of lamps E2, etc. and for the coils oi the asher relay FL are open.

Assuming that a vehicle effective to shunt the track circuits enters either of the track sections identiied in Fig. 8, the control relay XR becomes de-energized as previously described, permitting the Contact XEI and XE2 to move to the positions illustrated in Fig. 9. Closure of contact XE! completes circuit for the two series of lamps $2, etc. as described in detail hereinafter; and also rcompletes the circuit for the traffic lights |14 and HB. The latter circuit extends from a suitable source of current supply through contact XRi, conductor |89, and through the two lamps |14 and |16 in parallel to an opposite supply terminal. In response to this action, the traffic lights become illuminated and remain so as long as the control relay XE remains de-energized.

Closure of contacts XE2 completes the circuit ior the coil b oi the asher relay FL, which circuit extends from the illustrated positive line conductor through Contact XE2, relay contact FLZ and through coil b to the negative line conductor. Completion of this circuit causes the flasher relay FL to throw the contacts FLI, PL2 and F113 to the opposite position into engagement with the right-hand ones of the associated stationary contacts.

This movement of contact FLE de-energizes the coil b, but completes an energizing circuit for the coil a, which circuit is similar to that just traced for coil bl. The now energized coil a throws contact FLZ to the illustrated position, de-energ'izing itself, and re-energizing coil b. Energization of coil a also throws the contacts FL3 and FLI into engagement with the left-hand ones of the stationary contact associated therewith. It is seen, therefore, that closure of contacts XE2 causes alternate energization and de-energization of the flasher relay coils a and b, resulting in the contacts EL3 vand FL being vibrated between the right hand and left hand positions thereof. It will be appreciated that the rate of this vibratory action depends entirely upon the design of the relay and may be varied between rather wide limits.

At each engagement of the relay contact FLI with the right hand stationary contact, a circuit is completed for one of the lamps 62 and one of the lamps 62a. The simultaneous engagement of contact FLE with the right hand stationary contact completes a circuit for one of the lamps 62A and one of the lamps SZAa. In the right hand position of the relay contacts,

ergization of the warning lights 62, etc., the

accordingly, one lamp is lighted at each end of each barrier at each sidev of the intersection.

It is thought to be evident that when the contacts FLi and FLS' engage the left-hand stationary contacts, respectively, circuits are 25 completed for the remaining lamps 62 and 62a at one side ofthe intersection, and the remaining lamps 52A and 52A@ at the other side oi the intersection. The lights at the two ends of each of the barriers at the intersection, there- "10 fore, are alternately lighted and extinguished, the light at one end being lighted during the times the light at the other end is extinguished. An eiective flasher type signal is thus provided.

It will be noted that the stationary contacts for moving contacts FL! and FL3 are crossconnected, one stationary contact being associated with lights at one side of the crossing and the other stationary contact beingassociated with lights at the opposite side of thefcrossing. 20 Thus, even though one or the other moving contacts FLI or FL3 may `fall, at least vpart of the lights at each side'oi the crossing are effective.

Closure of the control relay contacts: XE2 also completes the circuit for the two warning bells 'iil and i12, which circuit extends from the positive line conductor through contacts XE2 and thence through the bells HU and |12 in parallel, to the negative line conductor.

As described in detail in the co-pending application of the present applicant, Serial No. 199,941.1, filed November 9, 1936, and assigned to the same assignee as the present application, the de-energization of relay XE of Fig.' 8 also "35 results in initiating the upwardy movements of the barriers. These upward movements Iofthe barriers are, therefore, accompanied by the entraffic signals i'hi and 16, and the bells H0 and i2v where utilized. The barriers remain in projected positioin as long as the control relay XE remains de-energized, and by reference to Fig. '9, it will be appreciated also that the warning signal system also remains in operation as long as the contacts XRI and XE2 remain closed.

As further described in the just identified Y co-pending application, the control relay XE may become momentarily de-energ'ized, the period of de-energization being insuicient to alllowv the barriers to reach a fully elevated position.l Such momentary periods of de-energization may result, for example, where switching operations are in progress and a vehiclev momentarily enters a track section and then retires therefrom. The arrangement ofthe barriers is such that it is desirable that each bar-` rier, after having initiated an lupwardV move'-l ment, complete such upward movement and pass through an entire conventional operating cycle. Similarly, it is desirable to ensure correct signal operation during such operating cycle. To insure the above operation the electrical controllers which constitute parts of the driving system are provided with auxiliary contacts. In Fig. 9, the auxiliary contact associated with the drive unit at one side of `the intersection is designated C5 and the controller contact associated with the drive unit at the other side 0i the intersection is designated as CEA. The controller E for actuating the Contact C5 is shown generally in Figure 1, and the operating elements immediately associated f with the contact C5 are shown in Figure 1A. 7

The controller and the corresponding contacts associated therewith are described in complete detail in the previously identified copending Serial No. 109,941, but for the purposes of the present disclosure it is sufficient to note that the controller |80 is of the drum type, having a rotatable shaft |82, which is driven through a chain |83 in timed relation to the raising and lowering movements of the barrier. As is shown in Figure 1A, the shaft |82 is provided with a cam |84, which is disposed to bear against a contact finger |86, which is supported upon an insulating block |92 associated with the housing. The finger |86 and a corresponding finger |88, stationarily mounted on a block |90, carry the contact elements which are designated CS. The form and disposition of the cam |82 is such that the contacts C5 are maintained in open position when the barrier is in its retracted, or normal, position, but are allowed to close after a slight initial elevating movement of the barrier. The contacts CS remain closed until, after having reached the fully elevated position, the barrier starts downwardly again towards the retracted position, and the contacts C5, therefore, remain closed so long as the barrier is in the fully elevated position.

As is set forth in detail in the above copending application Serial No. 109,941, the controller |88 is preferably provided with additional contacts which, after being closed as a result of a slight elevating movement of the controller, are effective to maintain the barrier in operation so as to complete the elevating movement thereof and so as to bring about a retracting movement thereof.

The contacts CS and CSA are shown as connected in parallel with each other and with the control relay contacts XRZ. It will be seen, therefore, that even a momentary de-energization of the control relay XR sumcient to cause either of the barriers to move far enough to close the controller contacts C5 and CSA renders these contacts effective to maintain the asher relay FL and the bells |10 and |12 in operation. After closure of either contact C5 and CSA, accordingly, a re-energization of control relay XR, and a consequent re-opening of contact XRZ is without effect upon the operation of the fiasher relay FL, until such time as the barriers reach the maximum elevated position and re-open the contacts C5 and CSA. It will be appreciated that if it is desired to maintain the flasher relay FL in operation until the barriers have resumed a retracted position, the contacts CS and CSA may be arranged to remain closed until such retracted position is reached.

Each of the barriers is also provided with a limit switch LS, all limit switches at an intersection being connected in parallel with each other and also connected to supply the traffic signals |74 and |16. The limit switches are cross-connected through conductor |80 with contact XRI, and are thus also effective to supply the lamps 62, etc. through the asher relay contacts. The limit switches LS are arranged to retain the associated contacts normally in an open position, but to close such contacts after a small initial movement of the associated barrier, and retain the contact in the closed position until the barrier has passed through the remainder of its operating cycle and returned to the retracted position. It will be seen that the limit switch contacts, by being connected directly in parallel with the contact XRI of the since, so long as any of the barriers are in any i position except the fully retracted position, vehicles approaching the intersection from either side thereof are warned that the barrier system is not in a fully cleared position. With the illustrated system, in which the signal openings for the respective barriers are positioned in the barrier faces, the intensity of the warning light transmitted from a particular barrier towards an oncoming vehicle is, of course, considerably greater when the corresponding barrier is in an elevated position than when such barrier is in the retracted position. It will be noted from Fig. 3, for example, however, that the barrier lfaces are spaced inwardly somewhat from the front wall of the associated barrier casing 24 so that, even when the barrier is in the fully retracted position, a part of the light transmitted through the corresponding signal openings is by diffusion directed upwardly through the just-mentioned space. so diffused upwardly is found in practice to be of suflicient intensity to inform approaching vehicles that the intersection is not in an entirely clear condition. Also, the warning bells |10 and |12 remain in operation until all barriers have returned to their fully retracted positions and thus supplement the effect of the respective signal lights in giving warning to approaching vehicles.

As shown in Figs. 3 and 4, each of the limit switches LS may preferably comprise a housing rigidly secured to the casing of the associated barrier by studs, such as |82A, and having a rotatable contact operating arm |84A which extends outwardly of the casing, and is connected through a link |86A to the associated barrier 20. As will be appreciated, a projecting or retracting movement of the associated barrier thus rotates switch arm |84A in either a clockwise or counter-clockwise direction to thereby correspondingly close or open the associated contacts.

Although specific embodiments of the present invention have been described in detail, it will be appreciated that various changes in the structure and arrangement of the elements may be made within the spirit and scope thereof.

What is claimed is:

1. In a protective system, a barrier of shell construction having a face provided with a signal opening, said barrier being positioned in a highway for pivotal movement about a horizontal axis so as to move the said face of said barrier between a retracted position and a projected position above the level of said highway, a lens positioned in said opening, a stationarily supported source of light for said lens, a reflector carried by said barrier shell for cooperating with said light source and said lens, and means having a part thereof stationarily supported and The part of the light having parts connected respectively to said reecto-r and to said barrier and operated by and in accordance with the movements of said barrier for tilting said reflector relative to said face during a movement of said barrier so as to control the angular relation in a vertical plane between said highway and a beam of light from said source in accordance with the position of the barrier.

2. In a protective system, a barrier positioned in a highway for pivotal movement about a horizontal axis so as to move a face of said barrier between a retracted position and a projected position above the level of said highway, said face or" said barrier having a signal opening, a lens positioned in said opening, a lstationarily supported source of light for said lens, a reector carried by said barrier for cooperating with said light source and said lens, means for pivotally supporting said reflector upon said barrier, and means including a cam member and a cam track member for tilting said reector'relative to said barrier so as to control the angular relation in a vertical plane between the highway and a beam of light from said source in accordance with the movement of said barrier, one o1" said members being stationarily supported and the other member being connected to the reflector.

3. In a protective system, a barrier positoned in a highway for pivotal movement about a horizontal axis so as to move a face of said barrier between a retracted position and a projected position above the level of said highway, said face of said barrier having a signal Opening, a lens positioned in said opening, a stationarily supported source of light for said lens, a rerlector carried by said barrier for cooperating with said light source and said lens, means for pivotally supporting said reflector upon said barrier, an arm connected to said reflector, and means including a. gear train having a stationarily supported part and connected between said and said barrier for tilting said reector relative to said barrier during the movement of said barrier, so as to control the angular relation in a vertical plane between the highway and a beam of light from said source.

In a protective system for an intersection having a plurality of barriers positioned at respectively opposite sides of said intersection, each whereof vis movable between a retracted position in which it does not interfere with travel thereover of vehicles and a projected position in the path of such travel, an electrically responsive signal element individual to each of said barriers, and means including circuit connections and switch mechanism responsiveto a predetermined projected position of any of said barriers for controlling the said signal elements for all of said barriers.

JAMES MOORE EVANS.

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