Patent Description:
Currently most of the level crossing barriers use as a balance system for the boom the conventional bulky counterweights. The use of the counterweight is a widely used method, whereby there exists more knowledge about this technique and consequently trust in the system. However, when increasing the length of the boom, there is the need to have more robust, bulky counterweights, and/or which are placed further away from the intermediary fixation point. This intrinsic need to occupy more working space can lead to more inconvenient and embarrassing situations, such as damaging material goods of the passers-by and technicians and of causing, inadvertently, damage to the physical integrity of the road users and collaborators of the railway network.

The increase in the size of the counterweights also leads to an increase in setbacks when the meteorological conditions are not favourable, particularly when there is precipitation of ice flakes and crystals, which leads to the formation of solid crystalline layers that block the regular movement of the boom.

Document <CIT> discloses a luminous railing of stop buffer. The railing body is provided with a luminous sleeve made of the translucent material and equipped with a luminescent device, the luminescent device is connected with the corresponding output end of the drive control circuit board arranged in the stop buffer frame by conducting wires, and the luminescent device is controlled by the drive control circuit board. The utility model has a novel structure, beautiful shape, the railing body is provided with a luminous sleeve made of the translucent material and equipped with a luminescent device, and the light emitted by the luminescent device equipped in the luminous sleeve can correspondingly prompt the state of the different running states of the railing body. The variable luminous belt can give a driver a novel vision prompting effect in the night or in the darkness, and provides the night scene decorative effect on the parking lot and the residential district equipped with the utility model. The utility model of the stop buffer can be widely used as a modern management equipment for the doorkeeper of the parking lot, the residential district and the enterprises and institutions to warn and manage.

Document <CIT> discloses a structure for mounting lighting on a railing pipe. It is easy to install when installing lighting on a railing pipe installed on a bridge, etc. to guide the passage of vehicles or pedestrians, and allows for a more elegant night lighting function. In order to realize this, the present invention includes a plurality of support posts (<NUM>) installed vertically on the ground at regular intervals, and a railing horizontal to the ground while being supported at a certain height on the support posts (<NUM>). In the railing structure comprised of the pipe <NUM>, an insertion groove <NUM> for inserting the lighting <NUM> is formed along the longitudinal direction on the side of the railing pipe <NUM>; In the insertion groove <NUM>, supports <NUM> for supporting the lighting <NUM> are fixed and installed at a plurality of locations by fastening pieces <NUM>, and the supports <NUM> are used to support the lighting <NUM>. It has an opening on one side that is open so that it can be attached and detached; The support <NUM> is characterized in that a lighting <NUM> that is inserted and supported through the opening is coupled and installed.

Document <CIT> provides a vehicle blocking bar (<NUM>) which includes an upper frame (<NUM>) that forms an upper beam of the vehicle blocking bar; a lower frame (<NUM>) that forms a lower beam of the vehicle blocking bar; a middle frame (<NUM>) that allows a light-emitting element (<NUM>) to be received inside the vehicle blocking bar between the upper frame (<NUM>) and the lower frame (<NUM>); a light-emitting element pad portion (<NUM>) that is received by the middle frame (<NUM>), with the light-emitting element (<NUM>) arranged, and a protective case unit (<NUM>) that is coupled with an upper coupling portion (A) between the upper frame (<NUM>) and the middle frame (<NUM>) and with a lower coupling portion (B) between the lower frame (<NUM>) and the middle frame (<NUM>) so as to protect the light-emitting element pad portion (<NUM>) from rainwater and foreign substances, in which the middle frame (<NUM>) is provided with a supporting frame (<NUM>) that is concave inside from a vertical central axis of the vehicle blocking bar (<NUM>) with respect to an upper side plate (<NUM>) of the upper frame (<NUM>) and a lower side plate (<NUM>) of the lower frame (<NUM>) in order for the light-emitting element (<NUM>) to be received inside the vehicle blocking bar between the upper frame (<NUM>) and the lower frame (<NUM>).

Document <CIT> discloses a barrier gate for a car of the present invention comprises: a body standing on the ground; and a barrier rod formed in the shape of a pipe having a length in a horizontal direction, whose one end in a longitudinal direction is combined with the body to be able to rotate. The barrier rod comprises: a transparent pipe made from materials having a light transmittance within the standard range; a reinforcing beam combined with the top of the transparent pipe over the transparent pipe in the longitudinal direction; a circuit board formed to be extended to be parallel to the reinforcing beam to be combined with the top of the inside of the transparent pipe; and multiple light-emitting units mounted on the bottom surface of the circuit board. According to the present invention, in the barrier gate for a car of the present invention: since the light-emitting units are buried in the barrier rod, damage to the light-emitting units can be prevented; the light emitted from the light-emitting units is evenly dispersed over the barrier rod, and the barrier rod identifying ability is remarkably improved; and since a wire connecting two barrier rods combined with a hinge structure is buried in the barrier rod, the exterior is improved and damage to the wire is prevented.

Finally, document <CIT> provides a barrier gate and a barrier gate for a vehicle, and relates to the technical field of barrier gates, the barrier gate comprises two brake bar seats arranged side by side and a brake bar rotationally connected to one of the brake bar seats, and further comprises a sensing device and a controller; the brake bar is a telescopic brake bar, and the controller is electrically connected with the induction device and the brake bar. The induction device can detect the width of a vehicle, when the width is larger than a set value, the controller drives the brake bar to rotate, and when the width is smaller than the set value, the controller drives the brake bar to stretch out and draw back, so that the problem that vehicles with different widths cannot be released is solved.

The present application describes a boom comprising at least one outer profile comprising a lower support rail, and at least one socket cavity, and at least one inner profile comprising a lower projection socket, and at least one socket rectangle, wherein the at least one outer profile and the at least one inner profile are coupled by means of the mechanical union between the at least one socket cavity and the at least one socket rectangle, and between the lower support rail and the lower projection socket.

In one proposed embodiment of the invention, the outer profile of the boom allows the installation of light signals and/or a metallic skirt.

Yet in another proposed embodiment of the invention, the inner profile of the boom allows the junction of two modules of the outer profile and a length adjustment of said boom.

The present application describes a barrier mechanism for level crossing control systems. It is an equipment that is designed to maximize the protection in level crossings, mitigating risk behaviour and situations.

This is distinct from the overwhelming majority of the competing counterpart products for level crossings, since the stability of the movement is internally guaranteed, resulting in the elimination of the workspace of the vulgar counterweights and in the elimination of the risks originating from the conventional solution. The static and dynamic balance of the main shaft is obtained by means of a set of mechanical elements comprised of steel cams, chains, forks, and a set of compression springs which, when compressed have the function of compensating the moment of force caused by the boom on the main shaft.

The mechanism is controlled by an automaton which, when it receives the information that the train is approaching, it commands the barrier to lower (obstructing the passage of road vehicles or pedestrians to the railway line), and when it receives the indication of the effective passing of the train, again commands the barrier, this time to rise, enabling once more the road and pedestrian circulation.

The equalizer system of the main shaft was the solution developed with the purpose of complying with the requirement of absence of conventional counterweights, which are usually used in this type of application. The fact that the counterweights are not used results in a reduction of the working space of the arm of the mechanism, and this reduction mitigates the risk of material damage and harm to physical integrity, thus resulting in a system that is conducive to the well-being of all the passers-by on the road and the professionals in the area of railway signalization. The function of the equalizer system of the main shaft is to balance the moment of force on the main shaft. This mechanical system compensates the torque generated by the weight of the boom when it is in the horizontal position and balances the forces that are applied to the main shaft when the boom is moving. This compensation of the force applied results in a considerably stable movement of the boom.

The distinctive factor of the mechanism developed resides in applying a set of compression springs, to guarantee the static balance and the dynamic stability of the boom of the barrier mechanism of a level crossing.

The solution developed is designed as an integral part of the level crossing system, whereby it is possible to configure lengths, types of signalling and other secondary accessories to better adapt to each scenario and type of installation.

For an easier understanding of the present application there are figures attached which represent embodiments that, however, do not intend to limit the technology herein disclosed.

Referring to the figures, some embodiments are now described in a more detailed manner, which do not intend, however, to limit the scope of the present application.

The present application describes a barrier mechanism (<NUM>) for level crossing control systems. The barrier mechanism (<NUM>), in one of the proposed embodiments, comprises the use of three components, the mechanism (<NUM>) itself, the boom (<NUM>) and the metallic skirt (<NUM>).

The main function of the barrier mechanism (<NUM>) is to protect users in circulation on the road from a situation of imminent danger whenever it is necessary to cross the railway lines. The mechanism (<NUM>) is characterized by the conventional movement, wherein a boom (<NUM>) describes a circular movement of <NUM>° (barrier in closed position - horizontal position) to <NUM>° (barrier in open position - vertical position), there existing a boom fixation point (<NUM>) to the main shaft (<NUM>) of the mechanism. The torque and the speed provided on the main shaft (<NUM>) of the mechanism are resulting from the transmission of the mechanical power of a DC motor (<NUM>), and of a reduction set, comprised by a three-floor reduction, resulting in the mechanical efforts necessary to generate the boom movement. However, this mechanism differs from the overwhelming majority of the equipment in this field of application since the balance system of the main shaft is not made in the conventional manner, resorting to the use of bulky and heavy solid counterweights on the opposite side of the road, which is a solution that is used worldwide. This traditional solution, due to its robustness and the volume of working space of the counterweights, can cause certain inconveniences to the passers-by and workers that are skilled in the mechanism. These constraints can result in harm to the physical integrity of a passer-by/maintenance technician and in material damages. In the mechanism that is developed the stability of the movement is internally guaranteed, resulting in the elimination of the volume of working space of the counterweights and in the elimination of the risk deriving from the conventional solution. The static and dynamic balance of the main shaft is obtained by means of a set of mechanical elements (steel cam, chains, forks, and spring pack) which have the function of compensating the moment of force caused by the boom on the main shaft.

The boom (<NUM>), used together with the mechanism (<NUM>), consists in two profiles that are compatible with each other: the outer profile (<NUM>) and the inner profile (<NUM>).

The outer profile (<NUM>) is constructively designed to resist the adverse meteorological conditions and has the function of being sufficiently visible to the road users to indicate the presence of a level crossing barrier, allow the installation of light signals as well as the installation of a metallic skirt to obstruct the passage of passers-by through the lower part of the boom.

The outer profile (<NUM>) of the boom (<NUM>) presents, in the lower area, a lower support rail (<NUM>) which is destined to the fixation of accessories, namely, the metallic skirt (<NUM>).

The inner profile (<NUM>) of the boom (<NUM>) has two functions: the first one is to unite two modules of the outer boom profile (<NUM>), so that it is possible to configure the boom (<NUM>) in several lengths, and the second function is to guarantee that, apart from the fixed length originating from each boom configuration (<NUM>), there exists the possibility of customizing and adjusting the final length of the boom (<NUM>) at the location of the installation.

Since to fulfil each function the inner boom profile (<NUM>) must have different lengths, while a physical part will have two distinct names: Profile Union and Telescopic Point.

The metallic skirt (<NUM>) acts as an accessory and it is conceived to supplement the obstruction of passage exerted by the boom preventing the road users from passing through the lower part of the boom. This component is optional and the fixation thereof to the boom can be made by means of screws.

Main transmission system is the designation given to the set of mechanical elements of the mechanism which has the primary function in the movement of the level crossing barrier. This set is permanently demanded, whether during automatic drive, whether during the manual drive of the mechanism.

The movement of the mechanism is generated from the electric drive of a motor organ (<NUM>) (CC Motor, 24V, 1500rpm, ><NUM> N. m), which has the flange vertically fixed to the metallic structure that gives body to the mechanism. This motor organ is responsible for creating the rotation movement (the translation movement is restricted to the three shafts and the rotation axis is perpendicular to the XZ plan) necessary for the automatic operation of the barrier mechanism (<NUM>).

After generating this first movement, it is necessary to transmit it to a second shaft, the auxiliary motor shaft. This transmission is made with a shaft union joint, which has three purposes: transmit rotation, mitigate vibrations, and compensate axial or angular misalignments. The auxiliary motor shaft is a propelled element which has a rotation speed and rotation direction that is equal to that debited by the motor. The worm screw is fixed to the auxiliary shaft of the motor, since it is necessary to transmit the movement to the shaft <NUM>, by means of the semi-globoid crown wheel, wheel <NUM>, which is fixed to the binary limiter that is found keyed to the shaft <NUM>. The movement transmission is transversal, irreversible, and has a <NUM>:<NUM> transmission relation. This transmission corresponds to a movement by direct contact by means of a gear joint.

In shaft <NUM>, there is a pinion installed which has the function of a motor on the second transmission floor (<NUM>:<NUM> ratio), when transmitting the movement of shaft <NUM> to shaft <NUM>, by means of a cylindrical gear joint with straight teeth. The third transmission floor is the last step in the main transmission, and it guarantees that the upwards movement and the declining movement of the boom are executed, according to the swaying movement of the main shaft. Apart from the welding of the cylindrical gear joint with straight teeth there is also fixed to shaft <NUM> a pinion for transmitting the rotation movement to the main shaft, which as in the second transmission floor, has a <NUM>:<NUM> transmission relation.

The equalizer system of the main shaft is the solution developed with the purpose of meeting the requirement of absence of conventional counterweights, which are commonly used in this type of application. The fact that the counterweights are not used results in a reduction in the working space of the mechanism. This reduction has the main effect of mitigating the risk of material damage and damage to the physical integrity, thus resulting in a system that is conducive to the well-being of all the road passers-by and the workers in the area of railway signalling. The function of the main shaft equalizer system is to balance the moment of force in the main shaft. This mechanical system compensates the torque generated by the weight of the boom when it is in the horizontal position and balances the forces applied to the main shaft when the boom is moving. This instantaneous compensation of the moment of force in the main shaft results in a considerably stable movement of the boom.

This equalizer system consists in a set of cylindrical compression springs with a configurable distribution, whereby the number thereof can vary between the use of <NUM> and <NUM> springs, always in even numbers and distributed in a specific manner, so that the exertion of the springs is always distributed symmetrically and uniformly in the structure that surrounds them. By submitting each spring to an axial exertion in the direction of the mass of the component, a deformation is originated, which has an elastic constant of <NUM>,<NUM> N/mm, which allows creating a force in the main shaft that can vary between <NUM> kgf up to <NUM> kgf to compensate all the exertion resulting from the weight of the boom, weight of the metallic skirt and by the illumination sources installed along the boom.

The movement responsible for the compression of the set of springs is initiated by the DC motor and is transmitted by the main shaft to the spring pack by means of a flexible intermediary connection, using a set of four transmission chains, which are bolted to the connecting braces, which are components that are directly welded to the main shaft. The connecting brace transmits the swaying movement of the main shaft to the chains by means of a dowel which operates as a mechanical joint pin. This swaying movement of the connecting brace cam is converted in the translation movement in height of the sliding plate, which is the component that compresses the springs when it is subjected to the exertion of the chains in the upwards direction. The movement of the sliding plate is made possible and conducted by two M20 rods, which operate with a translation joint and guarantee the lightness and uniformity of the movement.

The compression springs, in one of the proposed embodiments, present <NUM> length, <NUM> outer diameter and one compresses <NUM> when <NUM>,<NUM> N are applied in the direction of the spring shaft.

The movement that originates the compression of the spring set is generated in the main shaft and transmitted to the spring set by means of a semi-flexible chain of mechanical elements (connecting brace welded to the shaft, chains, forks, connecting profile and M20 rods), particularly dimensioned and designed for this application. The resulting force of this compression maintains the flexible part in constant traction and allows balancing the moment of force in the main shaft.

To manually drive the system, it is necessary to attach the handle on the horizontal shaft of the manual drive and apply a rotation movement, whereby this movement is transmitted by a conical set with a <NUM>:<NUM> transmission ratio for the respective vertical shaft. The wheel <NUM> is fixed to the main shaft of the drive which transmits the movement of the manual drive to a reel which is fixed to the auxiliary motor shaft. By transmitting the movement to the auxiliary shaft, we have the main transmission of the mechanism in operation. This transmission corresponds to a direct contact movement by a gear joint.

For the position detection of the boom, the movement of the main shaft is used to mechanically validate the position of the boom. The connecting braces are eccentric fixed components having a thickness that is capable of mechanically driving the microswitches. The movement that is made by these eccentric components is an alternating curvilinear shuttle movement. It is an upper contact, since the contact is made by means of a line that corresponds to the intersection of the microswitch rolling head and the outer perimeter of the connecting brace.

In the automatic driving of the mechanism, the movement is originated after receiving an electric command from the control system, this command initiates the succession of movements described sequentially:.

To manually drive the mechanism, it is necessary to follow the established procedure and carry out the gear manoeuvre, which comprises the following steps:.

Subsequently to the gear manoeuvre, the handle is installed in the horizontal shaft of the manual drive, and by means of the application of a rotation in the horizontal shaft it is possible to operate the mechanism. In the manual drive of the mechanism, the movement is originated by the user (maintenance technician of the railway network). The engagement point is made by means of a direct transmission using cylindrical gears with straight teeth.

The rotation movement is transmitted from the reel (<NUM>) to the auxiliary shaft of the motor (<NUM>). The components (<NUM>, <NUM>, <NUM> and <NUM>) have a rotation speed and torque commanded by the user. From the worm screw (<NUM>), the sequence of movements remains the same as that of the automatic drive.

Claim 1:
Boom (<NUM>) with adjustable length comprising at least one outer profile (<NUM>) and at least one inner profile (<NUM>), the inner profile (<NUM>) being suitable to unite two outer profiles (<NUM>) by means of a mechanical fitting and being mechanically coupled to said at least one outer profile (<NUM>), characterized by
the at least one outer profile (<NUM>) comprising
a lower support rail (<NUM>), suitable to fix accessories such as a metallic skirt (<NUM>) thereto, and
three socket cavities (<NUM>), the first socket cavity (<NUM>) being positioned in the inner surface of the outer profile and in an opposite position with regard to the lower support rail (<NUM>), and the second and third socket cavity (<NUM>) being positioned in an opposite manner to each other in the inner surface of the outer profile (<NUM>) and positioned at a <NUM> degree angle with regard to the first socket cavity (<NUM>) and the lower support rail (<NUM>), and
the at least one inner profile (<NUM>), being compatible with the at least one outer profile (<NUM>) and comprising a lower projection socket (<NUM>), and
three socket rectangles (<NUM>), the first socket rectangle (<NUM>) being positioned in the outer surface of the inner profile and in an opposite position with regard to the lower projection socket (<NUM>), and the second and third socket rectangle (<NUM>) being positioned in an opposite manner to each other in the outer surface of the inner profile (<NUM>) and positioned at a <NUM> degree angle with regard to the first socket rectangle (<NUM>) and the lower projection socket (<NUM>), wherein the at least one outer profile (<NUM>) and the at least one inner profile (<NUM>) are coupled by means of the mechanical union between the three socket cavities (<NUM>) and the three socket rectangles (<NUM>), and between the lower support rail (<NUM>) and the lower projection socket (<NUM>).