US1396775A - Train-line system for car-doors - Google Patents

Description

a. E. 0A KLEY., I TRAIN LINE SYSTEM FOR CAR DOORS.

APP LICATION FILED MAR. 19, I920.

Patented Nov. 15, 1921,

INVENTOR G'eagyeli'fla/Mzy A TTORNEY UNITED STATES g PATENT A OFFICE.

GEORGE noAxLEY, or ALBANY, NEW YORK, ASSIGNOR T0 CONSOLIDATED CAB/- HEATING COMPANY, or ALBANY, NEW YORK, A CORPORATION orwss'r VIRI GINIA.

TRAIN-LINE SYSTEM FOR CAB-DOORS.

Patented Nov. 15, 1921.

Application filed March 19, 1920. Serial No. 367,281.

T oiallwl rom it may concern v Be it known thatl, GEORGE E. OAKLEY,

a citizen of the United States, residing at Albany, in the county of Albany and State of New York, have invented certain new and useful Improvements in Train-Line Systems for Car-Doors, the following being a full, clear, and exact disclosure of the one form of my invention which I at present deem preferable. a I

For, a detailed description of the present form of my invention, reference may be had to the following specification and to the accorlnfianying drawing forming a part thereof. y invention relates to t e control and operation of the doors on a train by means 0 a train line and itis my purpose to provide a system whereby the doors of any one car of a train can be controlled from one of a number of control stations along the train. A p

In the diagram of circuits shown in the drawing, the wiring of a single car is represented, it being understood that it will be identically the samein allother cars of the train. Three doors A, B, and G are shown on one side of the car,all having the same electrically controlled. motive apparatus and also the same circuit arrangements including a magnet 44 which is the one that causes the door to openvanda magnet 53 which causes the door toclose, together with a rei lay L which controls the three door-opening magnets 44 as a group and a relay K which controls the three door-closing magnets 53 as a separate group. Thus the door-opening relay L is in a branch wire 39 and includes a relay magnet 40, which, when energized, causes switch plate 41 to connect battery B toeach of the three wires 42, 42, 42 leading to the respective valve magnets 44. 44, 44. Similarly, doorclosing relay K has a relay magnet 49 which, when energized, causes switch plate 50 to connect battery B to each of the three wires .51, 51, 51v leading to the respective valve magnets 53;

53, 53: A similar set of three doors,-D,

, F, are in the opposite side ofthe car which isthe lower side in the drawing. The relay A other cars of the ,train areualso connected. The relay L for the opposite set of doors D, E, and F is similarly connected to a trainwire 36. The door-closing relays K for the two respective groups of doors are each connected, one at a time, to the wire 46 and that wire 46 is connected, by switch S, to one or another of a set of five train-wires 81-, 32,

33, 34, 35, corresponding to five cars of the train. The contact arm 45 of switch S is the terminal of said wire 46 and is moved manually to a different one of these five train-wires on each car of the several cars of the train. Thus on car 1 of the train, counting from the head end, arm 45 will be set on point 1, connecting with train-wire 31 and on car 2, it will be set on point 2 con necting with train-wire 32 and so on. To increase the number of cars served by these five wires, car 6 may also use train-wire 31, car 7 train wire 32, and so on, each of the train-wires being divided into two sections as hereinafter described. It is by this means that fromany operating station on the train, the doors on one car can be closed independently of those on the other cars. In effect there is a trainline for each car and at each operating station is, a button switch for every train-line. The illustrated arrangement of five selective train wires may, if (lGSllGdEllSO suffice fora train of ten cars, since,as I shall hereinafter explain train and the other section toward the head end of the train. If the sectioning occurs at the middle of the train,,inthe illustrated case, then cars 1 to 5 inclusive will utilize respectively the forward portions of trainwires 31 to 35; cars 6 to 10 will utilize respectively the rearward portions of the same train-wires. If the sectioning is not at the middle of the train, more train-wires may be employed, or the doors on those two cars which happen to utilize the same train wire may be allowed to operate together.

I have stated heretofore that the closer relays K for the respective sides of the car are connected one at a time to the line 46 leading to the selector switch S. In order to determine which of the two relays K shall be connected to the train-wire, I provide contacts 56 and 47. When contacts 56 are closed it is the upper relay K that connects hevwill, in the same way,

wires 37 and 38,

nected,'at contacts with said wire 46 but it is the lower relay K that is connected thereto when contacts 47 are closed. These closures are efl'ected respectively bythe magnet-coils 58 and of the"change-over relay R and two trainare provided to operate the said coils 58 and 55 throughout the train so that all coils 58 will act simultaneously, likewise all coils 55.

One of the operating stations, viz., the one which controls doors D, E, and F, is shown at on the lower side of the drawing. Here the several train-Wires of the'seiective group, viz, 31, 32, 33, 34, 35, are looped into the board and the loops are normally closed at the boards which are not in use by the switches 17, 16, 15, 14, 13. The loops on one side of said-switches 13 to 17 are severally connected to one terminal of the push-button switches 19, 20, 21, 22, 23 and the same loops are connected on the other side of said switches to the corresponding terminal of the push- button switches 28, 27, 26, 25, 24. All of the opposite push-button contacts may be connected to the battery B by the switch 10. If switch 10 is closed and the switches 17, 16, 15, 14, 13 are open, it will be manifest that each of the five trainwires aforesaid are cut into two sections at this operating station H, one section extending to the right toward the head end and the other to the left toward the rear end of the train; also that any wire in either section may be connected to the battery B by pressing the corresponding button.' For example, in the car shown in the drawingwhich will be car No. 3 counting from the head-end of the train, selector switch S has its arm 45 on point 3 leading to the forward section of train-wire 33, while the rearward section of that same train -wire (which is connected with point 3 on every car) communicates with said arm 45 of selector switch S on car No. 8 of the train. On both of the aforesaid cars (No. 3. and No. 8) the wire 46 leading from the selector switch is shown as con- 47 with the relay K on the lower side of the car. Hence if the operatorat the said. station H presses button 26, he will, cause doorsD, E, and F on car No. 3 to close; while if he presses button 21 cause the clo ing of doors D, E,"and F in car No. 8. .he aforesaid closing ofswitch 10 and opening ofsw'itches 17, 16, 15, 14 and 13 may be caused in any desired manner, preferably automatically on-the unlocking of the station switch-board.

I have applied this operation of the doors on individual cars only to the closing action.

since it is the closing of the doors which They may be opened tane'ousl'y. While. the door-closing relays Kare arranged for individual operation, as

I have described, all of the dooropening relays L on the train are operated in two groups.

The train-wire 36, which serves by means of relay L for the opening of doors D, E. and F, as heretofore described, is also looped into the switch-board of station H the loop being normally closed by the switch 12 when the station is not in use, and divided into sections when the station is in use, the switch 12 being then automatically opened as the board is unlocked. The forward section of this traiu-wirc 36 may be connected to the battery by pressing push-buttons 29, all the doors on that section being opened together, and the rearward section is so connected to the battery by pressing push-button 18, and all the doors 011 that rearward section will be operated together.

The train-wire 30, however, which serves to open the opposite set of doors, A, B, and C, is not looped into the lower switch board H, but into the board at the diagonally opposite station H, shown in the upper right hand part of the drawing, where this wire 30 is disposed precisely like the aforesaid trainwire 36 in the board of the lower station H just described. In said lower station H, the train-wire 38 is also connected automatically to the battery B by the switch 11, since 38 is the train-wire that supplies the magnets 55 of the several change-over switches ll, and thereby closes contacts 47 to connect wire 46 to the lower relay K which pertains to the lower set of doors D, E, and F. In the upper station H, however, it is the trainwire 3(, instead of 38, which. is automatically connected by switch 11 to the battery, because it supplies the magnets 58 of the sow eral change-over switches R, and thereby closes contacts 56, instead of 47, to connect said wire 46 to the upper relay K which per tains to the upper set of doors, A, B. and C The operation of my system is as follows, assuming that a train arrives at a station with the doors D, E. and F on the platform side of the train. A. guard, oreferably stationed on the platform, will unlock the station H at the middle of the train. thereby automatically closing switches 10 and 11 and automatically opening switches 12 to 17 inclusive. Then by pressing button 29, he will open all the doors between him and the head end of the train and by pressing button 18, he will open all the doors between him and the rear end of the train. The button 29 has connected battery B to the forward section of train-wire 36 and all. of the dooropening relays .L on that section have responded, together with all of the door-opening valve -magnets 44. Similarly, button 18 has connected the battery to the rearward section of said train-wire 36 and all of the door-opening relays L and valve-magnets 44 on that rearward section have acted. Then after the passengers have come out, the guard will observe the ingoingw passengers on the several cars, and as fast as the doorways of eachcar are cleared, he will press the button corresponding to that car and its doors will close. The unlocking of the switch-board has insured, by closin switch .10, that the door-closing relays guardsposition and the pressing of any one of the buttons 18 to 23 inclusive will close the doors on the corresponding car in the rear of that position.

What I claim as new and desire to secure by Letters Patent is:

1. A train door-operating system comprising a plurality of train-wires, door-operating circuits on each car controlled by one of the respective train wires, and switches for the several train-wires grouped at a common station, whereby the doors on individual cars of the train may be separately operated from said station through the respective train wires.

2. A train door-operating system comprising a plurality of train-wires, door-operating circuits on each car controlled by one of the respective train-wires, a selectorswitch determining the train-wire to be utilized by each car, and switches for the several trainwires grouped at a common station.

3. A train door-operating system comprising a plurality of train-wires one for each car of the train, a selector-switch on each car containing contacts for each train-wire with.

an adjustable contact connected to the dooroperating apparatus of the car, and controlswitches for the several train-wires grouped at a common station.

4. A train door-operating system comprisi the several cars of the train.

6. A train door-operating system comprisinga train-wire, two sets of door-operating apparatus on each car, one for each side of the car, a two-coil relay for connecting the said train-wire to either of said two sets, and two additional train-wires controlling respectively one of the two coils in each of said relays in the several cars of the train.

7. A train door-operating system comprising a plurality of train-wires divided into normally-connected sections, door-operating apparatus on each car connected to one of the respective train-wires, and a series of operating switch boards each containing a set of control switches for the several trainwires and contacts for opening and closing the connection between adjacent sections of said train-wires.

8. A train door-operating system containing a plurality of train-wires divided into normally-closed sections, door-closing apparatus on each car controlled by one of the said train wires, door-opening apparatus on the cars controlled by a single train-wire, and a series of operating switch boards containing control-switches for each of the several door-closing train-Wires and for the single door-opening train-wire also contacts for opening and closing the connection be tween adjacent sections of the door-closing train-wires.

9. A train door-operating system comprising a plurality of train-wires, door-operating apparatus on each car of the train, a selector switch on each car for connecting said apparatus of that car to one of said train-wires, and a series of operating switch boards each containing a control switch for each of said train-wires.

10. A train doorg operating system comprising a plurality of train wires, door opening circuits, means associated with one of said train wires for controlling said cir cuits independently of the other train wires. door closing circuits respectively controlled by the other train wires, and switches controlling the several train wires, said switches being grouped at a common station, whereby the doors on individual cars of a train may be separately operated from said station.

11. A train door operating system comprising a plurality of train wires, door opening circuits, means associated with one of said train wires for controlling said circuits independently of the other train wires, door closing circuits respectively controlled by the other train wires, a selector switch determining the train wire to be utilized by each car, and switches controlling the several train wires, said switches being grouped at a common station, whereby the doors on individual cars of a trainmay be separately operated from said station.

Signed at New York city, county of New York, State of New York, this 18th day of March, 1920.

GEORGE E. OAKLEY.

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