US1154439A - Lock for vehicle-doors. - Google Patents

Description

A. J. SCHOLFIELD & J. R. REDMAN.

LOCK FOR VEHICLE DOORS.

APPLICATION FILED DEC-8,1913.

1 1 54,439 Patented Sept. 21, 1915.

3 SHEETS-SHEET I.

A. J. SCHOLFIELD & J. R. REDMAN.

LOCK FOR VEHICLE DOORS.

APPLICATION FILED DEC-8.1913.

1,154,439. PatentdSept. 21, 1915.

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. ARTHUR JAMES SCHOLFIELD, or RIDGE BANK, ronmonnnn AND JOHN RICHARD v iannivmn, or SANDBED, HEBDEN BRIDGE,- ENGLAND.

LOOK FOR VEHICLE-DOORS.

incense.

To all whom it may concern Be it known that we, ARTHUR JAMES SCHOLFIELD and JOHN RICHARD REDMAN, both subjects of the King of Great Britain,

.an'd residing, respectively, at Ridge Bank,

Todmorden, in the county of York, England, and 8 Wood Villas, Sandbed, Hebden Bridge, in the county and country aforesaid,

' have invented new and useful improvements in 'or Relating to Locks for Vehicle-Doors,-

. of which the following is a specification. This invention relates to locks for veunlocked by the guard.

hicle doors and is primarily intended for use in connection with railways, the chief object being to construct a lock for each door which can be-locked and unlocked by the driver, or other person on the engine, an

According to this invention each lock comprises a piston and cylinder arrangement that is adapted to be put into fluid connec tion with a high pressure or vacuum system to project a bolt to its forward orlocking position against the action of a spring which returnsthe bolt to its unlocked position immediately'the pressure or vacuum is released, a supplementary spring allowing the bolt to be forced inward from its locking position by the closing of the door.

In the accompanying drawings Figure 1 i is a longitudinal section and Fig. 2 is a plan of a lock for use with a high pressure system and-applied toa railway carriage door.

a lock .for use with a vaccum system. Fig. 4

1 shown in Fig. 3. Fig. -5 is a similar view to Fig. 3 showing a lock provided with two cylinders. 40

A indicates the piston, B the cylinder,

. the bolt, D the spring, E the supplementary spring, F the riage door.

H The apparatus shown in Figs. 1 and2com-v prises a cylinder B whose external diameter is' conveniently made slightly less than the thickness of the carriage side 11* so that it can occupy a position within such side below the, lower frame of the window'/'', lugs 12 or a plate connected with the cylinder B afi'ord- .ing a convenient means for securing 'it in carriage side, and the car Specification of- Letters Patent.

Patented Sept. 211, 1915.

: Application filed December 8, 1913. Serial No. 806,215.

position. The inner end of the cylinder is gine and in the guards van or other com- Fig. 3 isa similar view -to :Fig. 1 showing, 35 I is a section taken on line 4-4 of the lock of the sleeve.

partment to enable the pressure to be released by the guard or driver. The cylinder is shown formed with two internal diameters to receive a correspondingly shaped piston, the shoulders b and a that are respectively formed on the cylinder B and piston A by the variation of the diameters constituting a stop to limit the inward movement of thepiston. lhe inner end of the latter is shown fitted with a leather cup ring a, but any other appropriate packing may be substituted therefor. The outer end of the piston is reduced in diameter and is there screwthreaded at a to receive a sleeve or socket a -within which is slidably mounted the locking bolt C. The sleeve a is conveniently formed with two external diameters and is supported at its outer end in a cap 22 which fits the cylinder B and the two diameters The shoulders o and b that are respectively produced on the sleeve and camp by the variation of the diameters constitute a stop which limits the outward motion of the piston A. The

sleeve so formed is encircled by the spring D whichv exerts pressure, between the cap 6 and the piston A and normally tends to retain the latter at the inner end of the cylinder B. A portion of the sliding bolt 0 within the sleeve is reducedin diameter at c to enter a hole a formed in a portion of the piston and is normally retained in its extended position" in relation tothe sleeve a by the supplementary spring E which en-' circles the reduced portion of the bolt and: presses a collar 0 thereon against a'shoulder a in the sleeve. The outer end of the bolt G enters a hole f ina guide plate F that is fixed toLthe carriage side, a suitably formed} plate g" being attached to the edge'of the door G to receive such bolt when the latter occupies its forward or locking position. The end of, the bolt C is rounded on its front face at c or is otherwise formed to allow the door G to close and press the bolt inward in the event of its having been caused to assume its locked position when the door is open.

By the arrangement described, immediately the driver puts the locks in fluid communication with the high pressure supply each bolt is shot forward to its locking position against the action of the spring D which encircles the sleeve and all the doors which have been previously shut are at once looked, any door that has been left open becoming automatically locked as soon as it is shut. On arriving at the station the driver or guard releases the fluid pressure in the main pipe and cylinders whereupon the springs D at once return the bolts G to their unlocked position to enable passengers to open the carriage doors. In the event of an accident taking place such forexample as a collision between two trains, any serious damage inflicted on the carriages would break or destroy one or more of the pipe connections and allow the springs D to return the bolts to their unlocked position. If de-' sired each branch pipe 12 may be provided with a release valve which may be connected with a chain, button, or other device adapted to be put into operation by an occupant of the carriage to release the pressure, or to warn the driver or guard that the pressure is to be released, so as to enable the doors to be opened in case of necessity or emergency.

Referring to the example shown in Figs. 3 and 4 which is intended for use on a train fitted with a vacuum system, the cylinder B is 'made with as large an internal diameter as the thickness of the carriage side will permit and the piston A within such cylinder is mounted on a rod a between a nut a and a guide a which is secured against a shoulder a. on the rod a by the nut a a 1 leather packing ring a, being interposed bea by a nut w.

tween the piston A and a portion of the guide a. The rod a is reduced in diameter at its outer end and is secured to a cross bar This crossbar is formed near its ends with holes a to receive the ends of two rods a) which are connected to such cross bar by nuts a". These rods pass through guide holes 6' b in the framing b and are connected at their opposite ends to a cross bar a by nuts a. This cross bar is rigidly connected to a sleeve at which is slidably mounted in a casing 6 forming part of the framing b and placed coaxially with the cylinder B. The sleeve is similarly formed internally to the sleeve a in Fig. 1 and is fitted with a screwed plug a for the spring E to bear against. In this example the piston A is normally retained toward the outer end of the cylinder B by two springs D D which encircle the rods a between the nuts a" and a portion of the framing I)", if d esired,'however, a single spring D may be placed in the vacuum cylinder B for returning the piston to its outer position when the vacuum is released. The inner end of the vacuum cylinder is formed with'a connection 6 arranged to be put in fluid communication with the source of vacuum which is under the drivers control and the vacuum can be released from the pipe system and cylinders by the driver or guard in a similar manner to that described with reference to the high pressure system. When the air is exhausted from the vacuum cylinders it draws'the pistons to the inner ends thereof,

thereby causing the cross bars and connect ing rods to force the bolts to their locking position against the action of the springs D.

When the vacuum is released the springs D v returnflthe pistons to the outer ends of the cylinders to withdraw the bolts to their unlocked position by the connections aforesaid, the springs E operating upon the bolts C in the manner hereinbefore described with ref:

erence to Fig. 1.

In the event of one cylinder giving an insuflicient amount of area to produce the power required to work each lock two or more cylinders may be employed and in the example shown in Fig. 5 the bolt C is mounted in a sleeve (1 in a casing or cylinder 13 that is centrally disposed between two cylinders B B. These cylinders are fitted at their inner ends with connections 1) arranged to be put into fluid communication with the source of vacuum and'contain the pistons A which are connected with the sleeve a by a cross bar a which is rigidly connected with "a central rod a securedto the sleeve on",

trolled by fluid pressure and provided with a guide for the locking bolt; of a main spring operating to slide the piston in one direction, a locking bolt slidable longitudinally in the said guide independently of the piston, and an auxiliary spring operating to press the said bolt forwardly in its guide and permitting it to move rearwardly with-. out sliding the said piston.

2. In a door lock, the combination, with a cylinder, a piston slidable in the cylinder and controlled by fluid pressure, and a sleeve secured to the piston and provided with a guide for the locking bolt; of a main spring operating to'slide'the piston in one direction, a locking bolt slidable in the said guide independently of the piston and provided with an abutment which limits its forward movement in the guide, and an auxiliary spring arranged in the said sleeve between thesaid abutment and the, piston and permitting the locking bolt to slide rearwardly without sliding the piston.

In testimony whereof ,we afiix our signa- I tures in presence of two witnesses.

Witnesses:

ERNALD SIMPSON MosELEY, MALCOLM SMITHURST.

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