US1600056A

US1600056A - Lock

Info

Publication number: US1600056A
Application number: US709120A
Authority: US
Inventors: Stephen L Morgan
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-04-26
Filing date: 1924-04-26
Publication date: 1926-09-14
Anticipated expiration: 1943-09-14

Description

sept. 14, 192s. 1,600,056

S. L. MORGAN LOCK Fi'led April 26, 1924 2 Sheets-.Sheet 1 sept. 14, 1926. A 1 1,600,056

s. L. MORGAN Loox Filed April 26, 1924 2 sheets-Shea 2 Patented Sept. 14, 1926.

UNITED STATES STEPHEN L. MORGAN, F SKANEATELES, NEW YORK. i

LOCK.

Application led April 26, 1924. Serial` No. 709,120.

the unes 12-1'2, 13-13 maia-14111 Fig- The invention relates to locks of the permutation class applied to the operating mechanism of an automobile or other motor vehicle and serving to prevent unauthorized movement of the same.

The object of the invention is to provide a reliable lock operable from the instrument board of the car andacting directly upon the transmission mechanism thereof to hold the latter immovably in the inoperative neutral position. Further objects are to provide means actuated by the movement of the locking mechanism, for automatically holding the self-starting mechanism against operation, and also rendering the ignition system inoperative, when the transmission mechanism is in the locked condition.

rThe invention consists in certain novel features and details of construction and arrangement by which the above objects are attained, to be hereinafter described and claimed.

The accompanying ydrawings form a part of this specification and show la preferred form of the invention. V

Figure 1 is a vertical section through a `portion of a car, showing the locking mechanism and its operating means in side elevation. Y

- Figure 2 is a vertical section, on a larger scale, through the instrument board and the lock-operating means mounted thereon.

Figure 8 is an elevation of the parts exposed on the face of the instrument board. Figure 4 is a plan view of the spindle or stem 'for operating the lock.

Figure 5 is a longitudinal section of such stem, taken on the line 5-#5 in Figure 4.

Figure 6 is a transverse section on the line 6-6 in Figure 4.

Figure 7 a transverse section through the stem on the line 7--7 in Figure 4, .showin@r also the rear face ,of a dial engaged therewith.

Figure 8 is a plan view of aportion of the transmission case and the. locking mechanism thereon, partly in horizontal section. j Figure 9 is a corresponding `plan view of Va portion with certain parts omitted.

AFigure 10 is a vertical section through the lock and adjacent parts, taken on the line 10-10 in Figure 9, and partly in elevation. Figure 11 isa vertical section throughV the lock, taken on the line 11--11 in Figure 10. Figures 12, 13 and 14 are vertical sections, partly in elevation, Itaken respectively on ure 9.

Figure 15 is an elevation showing aportion of the lock. v i

Figure 16 is a planview showing the under face of a portion,rv of the lock. i

Similar reference numerals indicate the i same parts' in all the flgures.

The transmission case 17 see Figures l1 andy 8 to 14, has a plate 18forming part thereof and provided with a vertical cylinj,

drical case or cup 19 containing the mechanism of the lock, which briefly described, comprises a xed stud 20 having a'notched lin 21 and a longitudinally'slitted sleeve 22 capable of sliding axially onl the stud-with its slit engaged with the iin. Notched locking disks 23 are rotatably mounted on Vthe sleeve, held separated by washers V24 fixed on the sleeve, adapted in 'one position to present their notches to the n 21 and permit the sleeve' to slide vertically upon the stud 20, and in other positions to engage the notches of the fin and prevent such movement; Vthe latter is l the locked position'. Pins 25 carried by the locking disks` 23 are arranged to strike and thus'engage adjacent disks and rotatethem to assumev the `unlocked positions when properly manipulated.

Onthe lower end of the sleeve is an annular iange 26 carrying two oppositely located downwardly projecting spurs 27 moving vertically through openings in the plate 18 and into the case 17 where, in the depressed position, they enter cavities formed in the shifting shafts 28 and hold the latter in the neutral position when the sleeve 22 is lowered and. locked, thus holding the car in the inoperative condition.

The lock is arranged tot lowered in the cup 19 by rai-sing and lowering a. short vertical shaft 29 extending through the cover 3,0 of the cup and having a flange 31 rotatably engaged with the sleeve be raised vand 22 and its disks. Rotating' the shaft 29 in the proper directions locks or unlocks the sleeve and stud, and vertical movements of the short shaft 29l0wers or raises the sleeve an-d its connections to engage or disengage the shifting shafts 28.

These movements are communicated by means of a flexible shaft 32 inclosed ,in a

`iex'ibleV casing 33 removably fastened atv the lower end to the cover 80V of the cup, with the inclosed, flexible shaft engaged with the short shaft 29 at 34. Thus arranged any turning movements of the flexible shaft 32 are communicated directly to the lock mechanism within the cup 19 ,to rotate the disks 23 to the desired relative positions, and any endwise movements of the flexible shaft 32 raise or lower the. sleeve 22 and its connections when the sleeve is in the unlocked condition, correspondingly moving the spurs 27 relatively to the shifting shafts to release or engage the latter.

The upper end of the flexible shaft 32 and its flexible casing 33 extend to mechanism locatedon the instrument board 35 by which the locking mechanism is operated. On the outer face'of the instrument board is a circular plate 36 having a window 37, and a central aperture through which extends a cylindrical dial stem 36. The stem is inclosed and guided in a tube-39 secured at one end to va plate40 on the inner face of the instrument board and at the other end I' to the flexible casing 33 of the flexible shaft 32. j

The tube 39 is separably fastened to the plate 40 by a screw coupling 41 engaging oth the tube and a ring 42 between which the plate 40 is firmly clamped. 1n the space between the plates 36 and 40 and within an aperture in the instrument board is located the dial 43 mounted on the stem 38 to turn therewith but maintain its position close to the window 37 through which its numerals may be read, Awhile permitting the stem to move axially through the dial. rEllis is accomplished by a tooth 44 projecting into the central hole in the dial, engaged in a longitudinal groove 45 on the stem. Thus arranged the stem 33 may be thrust axially inwardly and outwardly relatively to the instrument board and the dialV 43 and to roy tate the latter by manipulating the head or button 46 on the outer end of the stem.

rlhe opposite end of the stem 33 is drilled and notched to receive and hold rmly the upper end of the flexibleshaft 32, as at 47 in Figures 4 vand 5. By turning the stem 38 in the proper directions as required by the settinO` of the locking mechanism and indicated by the presentation of the corresponding numbers at the window 37, the

flexible shaft is correspondingly rotated and the movements communicated to the short shaft 29 and the disks 23; the sleeve 22 is thus freed by the unlocking operation and by an outward pull on the headV 46 of t-he stem 38, through the flexible shaft 32, the sleeve is raised and the spurs27 withdrawn from the shifting shafts 28.

In this condition the car may be operated, and to insure against an unintentional inward movement of the stem, due to vibration or other cause, by which the spurs 27 would again lower, a swinging latch 43 is pivotally mounted on the plate 36 adapted engage the spurs 27 withY the shifting shafts 23. 1n this position the stenimay be freely turned to rotate the disks 23 and lock the car. At the opposite end the ygroove 49 flows into a segmental groove 52 in which the pin is received when the stem is fully withdrawn and the shifting shafts freed.

The segmental groove 52 permits sufficient rotary movement of the stem and flexible shaft to insure the proper positioning of the disks 23 relatively to each other when in the unlocked condition. The groove 49 should coincide with a known numeral on the dial to facilitate the axial movement of the stem by proper setting. When inthe unlocked condition with the head 46 of theI stein in contact with the latch 48 Vthelpin 50 will lie in the groove 49 and hold the stem against rotation. Y

rllhe combination of numbers to which the lock is set may be changed at will by removing a master pin 53 from its hole in the flange 31, see Figure 16, and reinserting it in any of the several holes 54 provided for` the purpose, thus correspondingly changing the entire combination. Y

As additional vsafeguardsl against unauthorized operation of the car, means are provided, operated by the vertical movements of the lock,`for making and breaking the electric ignition circuit andL for rendering the self-starting system operative or inoperative. These functions are performed through the rmedium of. a control shaft 55 exten-ding through the marginV of the cup 19 near its base and having an arm 56 loosely engaged between bars 57 ina recess 58 in the under facev ofv the flange 26 of the sleeve 22. The raising or lowering movements of the flange are thus transmitted to i the shaft 55 and cause it to oscillate.

Exterior to the cup 19 on one side thereof is a two-armed knife switch 59 mounted on the control shaft 55 and arranged when the flange 26 is raised to unlock the shifting shafts, to engage the leaves of the rcontact points 60 and complete the ignition circuit the control shaft 55'carries a finger 62, seeA i Figures 9, 10 and 14, arranged to strike and indicated at 67, and in the other position to y retract the block as shown in Figure 9 and permit such depression.

The above described ignition switch, starter mechanism and control shaft are inclosed in

casings

68 and 69 which are shown as removably mounted to slide in ways 70 on the plate 18.

Modifications may be made in the formsy and proportions of the several mechanisms without departing from the principle of the invention or sacrificing its advantages, and partsl may be used without the whole. Although the invention is shown and described as applied to locking the shifting shaftsof an automobile, it will be understood that it will serve successfully in other situations to which it may be adapted.

I claim 1. In a motor vehicle, transmission mechanism having shifting shafts, a vertically movable rotatably actuated lock arranged to engage said shifting shafts, a flexible shaft adapted to actuate said lock by rotary movements of said flexible shaft, and to raise and lower said lock by bodily lengthwise nonrotating movements solely of said flexible shaft, and means on the instrument board of such vehicle for operating said flexible shaft.

2. In a motor vehicle, transmission mechanism having shifting shafts, a lock having locking members actuated by rotation, vertically movable means operated by said lock for engaging said shifting shafts, and a flexible shaft adapted for rotation to actuate said members and for bodily lengthwise movement solely to raise and lower said means.

3. In a motor vehicle, transmission mechanism having shifting shafts, a lock having locking members actuated by rotation, vertically movable means operated by said lock for engaging said shifting shafts, a flexible shaft adapted for rotation to rotate and actuate said members, and to move bodily lengthwise solely to raise and lower said means, and a rotatable stem mounted to slide axially on the instrument board of such vehicle and joined to said flexible shaft. p

4. In a motor vehicle, transmission mechanism having shifting shafts, a lock having locking members actuated by rotation, vertically movable means operated by said lock for engaging said shifting shafts, a flexible shaft adapted for rotation to rotate land actuate said members, and to move bodily lengthwise only to raise and lower said means, a rotatable stem mounted to 4slide axially on the instrument board of such vehicle and connected to said flexible shaft, and movable means for limiting the inward l axial movement o f said stem. f

5. In a motor vehicle, transmission mechanism having shifting shafts, a lock having llocking members actuated by rot-ation, vertically movable means operated by Isaid lock for engaging said shifting shafts, a flexible shaft adapted for rotation to rotate and actuate said members, and to move bodily lengthwise solely to raise and lower said means, a rotatable stem mounted to slide axially on the instrument board of such vehicle and connected to said flexible'shaft, a 80 head on said stem, and a movable latch between said head and instrument board.

6. In a motor vehicle, transmission mechanism having shifting shafts, a lock having locking members actuated by rotation, vertically movable means operated by said lock for engaging said'shifting shafts, a flexible shaft adapted to rotate and actuate said members, and topmove bodily lengthwise to raise and lower said means, a rotatable stem mounted in a guide on the instrument. board of such vehicle, and having an annular groove and a connecting longitudinal groove, and a pin in said guide projecting into and coacting with said grooves, said stem connected to 'said flexible shaft.

7. In a motor vehicle, transmission mechanism having shifting shafts, a lock having locking members actuated by rotation, vertically movable means operated by said lock 100 for engaging said shifting shafts, a flexible shaft adapted for rotation to rotate and actuate said members, and -to move bodily lengthwise solelyA to raise and lower said means, and a switch automatically*operated by said vertically movable means.

8. In a motor vehicle, transmission mechanism having shifting V shafts, a vertically movable lock arranged to engage said shifting shafts b i release said s iifting shafts by a rising movement, a controly shaft oscillated by such STEPHEN L. MORGAN.

a lowering movement and to