US2505401A

US2505401A - Door locking system

Info

Publication number: US2505401A
Application number: US739066A
Authority: US
Inventors: Jeannot G Ingres; Jr David T Ayers
Original assignee: Empire Electric Brake Co
Current assignee: Empire Electric Brake Co
Priority date: 1947-04-03
Filing date: 1947-04-03
Publication date: 1950-04-25
Anticipated expiration: 1967-04-25

Description

April 25, 1950 J. G. INGRES ET AL 2,505,401

DOOR LOCKING SYSTEM 7 Filed April 3, 1947 's Sheets-Sheet 1 Q QW 7 April 25, 1950 Filed April 5, 1947 PEAR 000,?

J. G. INGRES T AL 2 ,505,401

060R LOCKING SYSTEM 3 Sheets-Sheet 2 L/. a AVG/F55 0.7. Avses Jr.

April 25, 1950 J. G. mamas ETAL DOOR LOCKING SYSTEM 5 Sheets-Sheet 3 Filed April 3, 1947 MooQ mzxub kkuq k b MJQZQI wins: NE

w \NWU IWI I II Nm I l l l l l n51.

zukacsm Patented Apr. 25, 1950 DOOR LOCKING SYSTEM J cannot G. Ingres and David T. Ayers, J r., Richmond, Va., assignors to Empire Electric Brake Company, Newark, N. 3., a corporation of New Jersey Application April 3, 1947, Serial No. 739,066

Claims. (01. 18082) This invention relates to a door latch control mechanism, particularly for use in connection with motor vehicle door latches and is an improvement over the systems as shown in our copending applications Serial No. 662,870, filed April 17, 1946, now Patent No. 2,459,029, granted Jan. 11, 1949, and Serial No. 696,300, filed September 11, 1945, and over the application of David T. Ayers, Jr., Serial No. 667,924, filed May 7, 1946.

In our co-pending applications referred to, we have provided novel electrically operated door latching mechanisms wherein opening of any of the doors of the vehicle from the inside thereof is possible under any conditions, even when the doors are locked against outside entrance. The apparatus employs a door latch mechanism wherein each door latch includes an element normally arranged in a door-locking position and forming a control element for the latch, such element being automatically moved to door- Opening position upon initia1 movement of one of the outside door handles so that the door may be normally opened.

The control element referred to is moved to door-opening position by the closing of a normally operable circuit energized upon initial movement of an outside door handle. By a simple push button operation from within the vehicle, the operator can render the normally operable electric circuit incapable of operation upon initial movement of any outside door handle. Under such conditions, all doors will be locked from the outside.

The systems provide the novel features referred to together with means operable by an inside door handle for restoring the normal condition of the systems when an occupant leaves the front seat of a vehicle. By the use of such a system, the driver may lock all of the doors against entrance from the outside, thus protecting himself or herself against unauthorized entrance into the vehicle, for example by so-called red light bandits. However, the operation of an inside door handle renders the locking system inoperative, and accordingly the driver cannot inadvertently leave the vehicle with the doors locked against outside entrance. This is an important feature in a system of this character sinc the operator need not keep in mind the fact that the doors are locked from the outside when leaving the vehicle since the mere act of opening the door and leaving the vehicle restores the normal condition of the system.

In the co-pending application of David T. Ayers, Jr., referred to above, an improvement is provided in the system to prevent the operator from inadvertently leaving the vehicle, setting the locking system and shutting the doors, and leaving the ignition key locked in the vehicle.

There are otherconditions to be considered and protected against, and several of such conditions are taken care of with the present construction. For example, it is an important object of the present invention to provide a door locking system of the character discussed above wherein the rear doors of a four-door sedan cannot be opened while the vehicle is under way, thus preventing children riding in the rear of the vehicle from opening the doors and falling out.

A further object is to provide a locking system of the character referred to wherein any of the vehicle doors can be opened from the inside when the vehicle is at rest, and wherein an auxiliary control means is provided which affects only the rear doors of a four-door sedan to prevent any one in the rear compartment, for example children, from opening the rear doors from the inside while the vehicle is under Way.

A further object is to provide a vehicle door locking system wherein any of the vehicle doors can be opened from the inside under predetermined conditions, for example when the vehicle is at rest, and wherein an auxiliary control means is provided which afiects only the rear doors of a four-door sedan and includes a control switch particularly adapted to be speed-controlled and thus to be opened when the vehicle is under way, to prevent the opening of the rear doors of the vehicle.

Other objects and advantages of the invention will become apparent during the course of the following description. In the drawings we have shown one embodiment of the invention. In this showing Figure 1 is a perspective view of a locking mechanism for one of the front doors of a motor vehicle, parts being broken away and certain electrical connections being diagrammatically shown,

Figure 2 is a similar view of a locking mechanism for one of the rear doors of a four-door sedan,

Figure 3 is a diagrammatic view of the electrical system,

Figure 4 is a fragmentary perspective view of a portion of one of the front vehicle doors showing the preferred location of the push buttons operable for locking the doors, and

Figure 5 is a detail sectional view on line 5-5 of Figure 1.

As will become apparent, the locking mechanisms for the front and rear doors of a four-door sedan are quite similar and where identical parts are employed, they will be designated by the same reference numerals. It also will become apparent that while the invention has been particularly illustrated and described as applied to door looking mechanisms of the positive lock type, it is equally applicable to door locks of the so-called free wheeling type.

Referring to Figures 1 and 2, the numeral I0 a pin 28 carried by the plate portion l2.

designates a door-carried latch plate as a whole bent at an angle to form portions ii and I2 extending longitudinally and transversely, respectively, of the motor vehicle. The plate I? is flush with the free edge of the door, as will be apparent, while the plate I I lies towardthe. inner face of the door. The present device is illustrated in association with a conventional type of rotary door lock. Such lock or latch means is now shown, but its construction is conventional as stated and is adapted to be rotated by a stepby-step movement to successive looking positions by the turning of a shaft i3 by a wheel [4 lying against the inner face of the plate portion I2 The wheel M has a plurality of flat faces l6 each of which has an end I? projecting beyond the plane of the next adjacent face H5. Successive faces iii are engageable by the extremity of one arm #8 of abell crank lever l9 iournaled on The other arm 21 of the bell crank lever is operable in-a manner to-be described, such arm projecting toward and'terminating adjacent the plate portion I l in accordance with conventional practice in certain types of motor vehicles. A leaf spring '22 urges the bell crank lever 18 to turn in a counter-clockwise direction as viewed in Figure- 1 to its limit of movement, as shown.

A vertically movable plate 25 is provided with a slot 26 in which is slidable a pin 27 fixed to the plate portion ll. Adjacent its lower end, the plate 25-is reduced in size and slides in a guide 28', and the plate 2-5 is urged upwardly by a leaf spring Zsengaging the lower end of the plate 25 and having oneend anchored to the plate portion H.

The conventional outside door handle, indi- 'C2itd; in dotted lines by the numeral 32, is carried by a shaft 33 extending into the door from the outside thereof and having its inner end journaled in the plate H by means of a suitable extension 34 in accordance with conventional practice. The shaft 33 carries a crank arm 35 engageable with an inwardly extending lip 35 on the plate 25, and such plate is provided with an additional lip 3-? engageable with the top of the lever arm 2i. It will be apparent that rotation of the shaft 33 in the direction of the arrow will cause the arm 35 to tend to move the plate 25 downwardly and, transmit movement through lip 31 to the bellcrank lever 19 to free the arm l8 thereof from the wheel Hi. Under such conditions, the latch is free to turn upon the pulling of the door handle 32 to open the door, the wheel 14 7 advancing one step so that, upon releasing of the parts referred to, the lower end of the leverarm 1% will swing downwardly into engagement with the next adjacent face l6.

As previously stated, the present device is particularly adapted for use with a door locking mechanism of the type wherein the handle 32 is immovable when the door is locked. For this purpose, the plate 25 is provided with a shoulder 38 engageable with the upper end of a normally The other arm 42 of the Each lever arm 42 is pivoted as at 44' to the upper end of a depending link 4'5 the other end "of" which is connected to the: armature 46 of a solenoid 47. Upon energization of' this solenoid, the lever armsil will swing in a clockwise direcditionsi tion as viewed in Figure 1, thus moving the upper end of the arm 39 from beneath the shoulder 38 to permit a door-unlocking movement of the handle 32. One terminal of the solenoid 4'. is grounded as at 58, and the other terminal is connected to one end of a wire 49.

A control switch indicated as a whole by the numeral 58 is arranged above the plate 25. The wire G9 is connected to one terminal of the switch 5! and the other terminal of such switch is connected to a wire 52 the circuit of which will be described later. The switch 5i is provided with an operating button 53 engaged by a vertical projection 54 carried by the plate 25. The projection 54 normally holds the button 53 in its upper position, under which conditions the switch 5! is open. Under such conditions, the circuit for the solenoid ll will normally be broken and the bell crank lever fill will remain in the position shown in Figure l.

The pin 2i pivotally supports a lever 536 having a projection 51 overlying the lever arm 2 l Rotation of the lever 58 in a counter-clockwise direction will cause the end 57 thereof to swing the lever arm 2i downwardly in the same manner as this operation is performed by the lip 31.

The lever 53 is pivotally connected at 58 to a link 59, and the other end of this link is connected at (ill to a crank arm 6 l. Such crank arm rotatable relative to a supporting plate 62 and is urged to turn in a counterclockwise direction to its normal position shown in Figure 1 by a leaf spring 63. The crank 6| is operable by a shaft 61 to which is connected the usual inside door handle indicated in dottedlines by the numeral In the mechanism shown in our co-pending application, Serial No. 696,300, referred to above, the lever 53 is free to rock in a counter-clockwise direction as viewed in Figure 1 under all conditions. For reasons which will be referred to later, it is desirable to render the inside door handle 65 of the rear vehicle doors inoperative for opening such doors under predetermined con- In the present construction, therefore, the lever 56 of each rear door is provided with a projection 66 (Figure 2) normally arranged beneath a laterally projecting lug 6? carried by the upper end of the lever arm 39'. Accordingly the upper end portion of such lever arm normally prevents substantial downward movement of the lever 25 and upward movement of the shoulder or projection 56 of the lever 55.

Referring to Figure 4, a portion of one of the front vehicle doors is illustrated and is designated by the numeral 68'. This door has the usual Window 69 having a lower sill 7E and with each front door 68 there is associated a switch H having a push button 12 projecting upwardly through the sill 10.

The plate portion l and other portions (not shown) of each front door rotatably support a shaft 13, provided adjacent its outer end with the usual door key-controlled lock (not shown). A cam 14 is carried by the shaft 13 and engages one arm 15 of a bell crank lever 16 pivoted to the plate portion I! by a pin H. The other arm 78 of the lever I6 is connected by a link it with the lever 58 through a slot and pin connection Bil-BI. The lever arm i8 is adapted to operate the push button 82 of a switch 83, the switch being normally held in open position as will become apparent. One terminal of the switch 83 is grounded as at 84- and the other terminal is connected by a wire 85 to bereferred to later,

.one of the solenoids M and 92.

switch is grounded at I12.

r A link 86 is pivoted to the pin 11 and to the link 45 as at 86, and a small pin 16', carried by the lever 16, limits turning movement of the lever 16 in a clockwise direction relative to link 89. It will become apparent that upon rotation of the lever 16 in a clockwise direction by the cam 14 upon a key-operated turning movement of the shaft 13, the lever arm 18 will close the switch 83 and will also move the link 99 downwardly. This transmits downward movement to the link 45, independently of energization of the solenoid 41, to move the lever end 39 to inoperative position. This .is important if the vehicle battery should be dead when the operator attempts to enter the vehicle.

It will be apparent that energization of the solenoid 41 of any door is necessary in the opening thereof by the associated outside door handle 32. The inside handle 95 of either front door can open such door through movement of the lever 56. However, the projection 99 of the lever 58 of each rear door prevents manual operation thereof by an inside handle. Each such handle therefor must control the associated solenoid 41. To this end a switch 81 is operable by each inside rear door handle 65, the extended lower end of the associated lever 6| holding the button 99 of such switch normally in open position. One terminal of each switch 81 is connected as at 99 to the associated wire 49, and the other terminal will be referred to later.

The wiring system for the mechanism is shown diagrammatically in Figure 3 and the mechanism associated with each individual door has been enclosed within a dotted line rectangle designated by suitable legends to indicate the respective doors. Referring to Figure 3, numeral 99 indicates as a whole the master switch through which the locking and unlocking functions of the apparatus are controlled. This master switch may be located at any desired inaccessible and invisible point in the vehicle, for example, behind the instrument panel, and is suitably housed. The master switch comprises a pair of solenoids 9| and 92 respectively provided with

armatures

93 and 94 connected to a switch lever 99 pivoted intermediate the armatures as at 96. The lever 95 is provided with a projected end 91 to which is connected an over-center spring 98 for holding the lever 95 in. either of its two positions to be referred to. A lateral projection 99 on the lever 95 is engageable with a switch arm I99 whereby, upon energization of the solenoid 92, such switch arm will be moved into engagement with a stationary contact I9I A source of current, such as the vehicle battery, is indicated by the numeral I92, and has one term nal grounded as at I 93. A main supply wire I94 is connected to the other terminal of the battery and is provided with branches I95 and I96 each of which is connected to one terminal of The wire I94 leads to the stationary contact I9 I.

The second terminal of the solenoid 91 is connected to one end of a wire I91 in which is arranged an ignition key controlled switch to be referred to later. Beyond such switch the wire I91 branches as at I98 for connection with stationary contacts I99 arranged in the switches 1I. Each of these switches includes an arm H9 normally held out of engagement with its contact I99 by a spring III and movable into engagement therewith by operation of the associated push button 12. The arm III! of each push button The second terminal of the solenoid 92 is connected to one end of a wire II5 which leads through the wires to the switch arms I I1 in the respective key-operated switches 83. Each of these switch arms is normally out of engagement with an associated stationary contact H9 and is held in normal position by a spring H9. Each switch arm H1 is provided with one of the operating buttons 82 engageable by the lever 18 (Figure 1) to close the switch upon operation of the associated key-operated shaft 13 (Figure 1). Each stationary contact H9 is connected to one of the grounds 84.

The switch arm I99 of the master switch is connected to one end of a wire I25 and this wire is provided with four branches I26. Each of these branches leads to a stationary contact I21 in each of the switches 5I. Each switch BI is provided with a switch arm I29 engageable with the associated contact 21 and urged into engagement therewith by a spring I29. Each switch arm I28 is provided with an operating button or the like 53 normally engaged by the extension 54 (Figure 1) to normally keep the switch arms I28 in open position. Each switch arm I29 is connected by one of the wires 49 to one terminal of the associated solenoid 41, and the other terminal of each of these solenoids is grounded as at 99, as previously stated.

Referring to Figure 3, it will be noted that the system is provided with a control switch indicated as a whole by the numeral I59 in series with the locking solenoid 9|. This switch may be conveniently connected in the wire I91 and comprises a stationary contact I5I and a switch arm I52 iased to closed position by a spring I53. The switch arm I52, being in series with the locking solenoid 9|, it is obvious that this solenoid cannot be energized by closing one of the switches II if the switch I52 is open.

The switch I59 is associated with the ignition lock indicated as a whole by the numeral I55. This lock comprises the usual body I59 having a barrel I51 therein in which the ignition key I58 is insertable. This key is provided with the usual notches for operating the tumbler pins of conventional type all but one set of which are indicated by the numeral I59. These tumbler pins are all biased to locking position by springs I69. In accordance with the usual practice each set of tumbler pins is in two parts and the abutting ends of these pins coincide with the cylindrical surface of the barrel I5? when the key is in the lock, thus permitting the barrel I51 to be rotated.

In the present invention, an additional set of tumbler pins is provided, the inner one being indicated by the numeral 599 and the outer one by the numeral I65. The abutting ends of these two pins coincide with the surface of the tumbler I51 when the key is inserted in the look, as is true of the other tumbler pins referred to. The spring I53, associated with the switch I52, urges the tumbler pin I inwardly, and when the key is inserted in the lock, the pins I59 and I65 move to open the switch I52, this being the condition illustrated in Figure 3. It will be obvious, therefore, that with the key I 58 in the ignition lock and in the off position illustrated in Figure 3, the locking solenoid 9I cannot be energized and the vehicle doors accordingly cannot be locked.

Referring to Figure 5 it will be noted that the barrel I51, in the transverse plane of the pin I94, is cut away as at I18 to provide a cam. To turn I on the ignition, the operator will rotate the key 'SWitch I86.

7. ma counterclockwise directionas viewed in Fi ure 5, in which case the pin I 64 will be turned angu-Iarly toward the left out of alignment with the pin I65, and when the ignition switch reaches the on position, the lower end of the pin I65 will rest in the lowermost portion of the cam groove I18. In this position of the pin IE5, the switch I52 will be closed and the operator can energize the locking solenoid 9| in the manner described in detail below.

In the locking systems of the co-pending applications referred to above, it is possible under any conditions to open any door of the vehicle from the inside. Accordingly, it is dangerous to carry small children in the back of a fourdoor sedan, and serious and often fatal accidents have occurred under such conditions through children opening the rear doors and falling from the vehicle. The present construction provides novel means for preventing the rear doors of a four-door sedan from being opened when the vehicle is in motion, such means being wholly beyond the control of any one in the rear of a vehicle and positively preventing a child, for example, from opening either rear door.

As previously stated, each rear door is provided with one of the switches 81 and one terminal of'such switch is connected by the wire 89 to the associated wire 49 and solenoid 41. Each switch 37 includes a switch arm I15 engageable with a contact I16 and normally held out of engagement therewith by engagement with the adjacent end of the associated lever i (Figure 2). A spring I'II urges each switch arm I to closed position.

The other terminal of each switch 81 is associated with the contact I15 thereof and connects to a wire I18, as shown in Figure 3. The

wires I18 of the two rear doors are connected to a supply wire I19 in which is arranged a toggle This switch is preferably arranged on the-dash of the vehicle or any other suitable point readily accessible to the driver but inaccessible to any one in the rear of a fourdoor sedan.

From the toggle switch I80 the wire I19 leads to a contact I83 normally engaged by one arm I84 of a switch I85 and engageable under conditions to be referred to by a second arm I85 on such switch. The switch arm I85 is connected to the contact I81 of a governor switch I88. This switch may be operated by any suitable type of vehicle speed responsive governor, as will be apparent. The governor switch is connected by a wire I89 to one terminal of a solenoid Isa having its other terminal grounded as at ISI. The solenoid we is provided with an armature I92 connected to the switch I 85.

The governor switch I88 is connected by a wire I95 to a switch I95 which may be the ignition switch, or an accessory control switch operable with the ignition switch. The switch I96 is engageable with a contact I9! connected to a wire I98. This wire is connected to an extension of the wire I04, and a second branch of the latter wire, indicated by the numeral I99, leads to the switch arm I84.

Operation .closed through thesolenoids 4.! exceptatthe respective switches 5i. These switches,"being norswam s mally open, no current normally flows through the solenoids 41.

Assuming that the operator desires to enter the vehicle under such conditions, he will turn one of the door handles 32', thus rotating the associated shaft 33 in a clockwise direction as viewed in Figure 1. The crank arm 35 will be turned in the same direction and will engage the lip 36 to move the plate 25 downwardly. The shoulder 38 is normally spaced from the upper end of the lever arm 39, (39" in Figure 2) and during initial downward movement of the plate 25 and before the shoulder 38 contacts the lever arm 39, (or 39) the projection 54 will release the switch button 53 and the associated switch arm I28 (Figure 3) will move into engagement with the corresponding contact 527.

This action completes a circuit from source I82 through wires Hit and 25, thence through the wire I26 of the switch 5'5 thus operated, and through the associated solenoid it? and back to the source through the grounds #8 and I03. En ergization of the solenoid ll pulls the link 45 (Figure 1) downwardly and rocks the bell crank lever Ali) to move the upper end of the arm 39 thereof from beneath the shoulder 38.

Continued turning movement of the door handle 32 will effect further downward movement of the plate 25 and the lip 31 thereof will effect downward movement of the lever arm 2| to swing the bell crank lever is in-a clockwise direction. This elevates thelever arm I8 from contact with the wheel i4, whereupon theoperator may pull the handleti to open the door. Upon the releasing of the door handle, the parts de scribed return to normal position, the switch 5I again being opened to deenergize the solenoid 4'! and the levers l9 and 35 being returned to normal positions with the lower end of the lever arm I8 engaging the next successive face I6 of the wheel I4.

It will be apparent that the solenoids 47 are all in parallel circuits which, in turn, are in series with the master switch Hill, and if the latter switch is open, none of the solenoids 41 can be energized. The switch I09 is opened when the doors are to be locked. The operator need only momentarily depress a button I2 (Figures 3 and 4) to lock the car, regardless of whetherhe remains in the vehicle or is leaving it. Operation of the push button I2 of either front door will close the associated switch I I E) (Figure 3) whereupon the current will flow from source I02 through Wires I64 and E55, locking solenoid 9|, wire I07 (assuming switch 552 tobe closed) and through the proper branch wire I68, thence through the closed switch arm II!) and back to the source through grounds H2 and I 63. Energization of the locking solenoid 9| obviously swings the lever and the switch IIJE) opens.

Under such conditions, no circuit can be completed to any solenoid 4! upon operation of an outside door handle'32. If an attempt is made to open a door by turning a handle 32, the swinging of the crank arm 35 (Figures 1 or 2) will move the plate 25 downwardly and release the switch button 53 to close the switch arm in the associated switch 5L However, the solenoid 4'! will not be energized and the bell crank lever 40 will remain in its normal position. The lever arm 39 (or 39') will then act as a stop for the plate 25 by engaging the shoulder 38, and accordingly the bell crank lever I9 cannot be swung sufficiently to release the wheel I4. Accordingly the door cannot be opened.

When the operator desires to reenter the vehicle, he will insert the key in the door look (not shown) and will rotate the key to turn the shaft 13 in the direction of the arrow in Figure 1. The cam 14 will engage the lever arm 15 to turn the bell crank lever I6 in a clockwise direction in Figure 1. Two operations will be performed un der such conditions. The pin l6, engaging the link 86, will swing the right hand end of this lever downwardly to transmit downward movement to the link 45 and swing the bell crank lever 40 to the unlocking position in exactly the same manner as if the solenoid 41 were energized. In addition, the lever 18, engaging the switch button 82, will swing the switch arm Ill (Figure 3) to closed position.

Under the conditions referred to current will flow from the source I02, through Wires I04 and IE6, unlocking solenoid 92, wire II5, through the proper wire 85 and through the operated switch arm Ill and back to the source through contact H3 and rounds 84 and I03. The solenoid 92 will be energized to swing the lever 95 in a clockwise direction to close the switch I00. Accordingly all of the solenoids 47 will again be conditioned for normal operation. The over-center spring 98 obviously holds the lever 95 in either of its positions, thus rendering it unnecessary to maintain either solenoid 9! or 92 energized, a mere instantaneous energization of either such solenoid being all that is necessary to set the master switch I in either position.

The system having been thus placed in unlocked condition, the operator may open either door by the previously described operation of an outside door handle 32. As previously stated, an unlocking operation of the door key manually swings the lever it to its unlocking position. This operation is of importance only if the battery has become dead during the drivers absence. Ordinarily, the driver can turn the key to an unlocking position, and then reverse the rotation of the key and remove it, and the door will be opened in the usual manner. If the battery is dead, the operator nevertheless can enter the vehicle merely by holding the key in an unlocking position to manually hold the lever arm 39 out of position beneath the shoulder 38, whereupon the door handle 32 may be rotated to release the wheel It for the purpose stated.

It will be apparent that under normal conditions with the doors unlocked, the operator may stop the vehicle and leave the vehicle by operation of either inside front door handle 65. This operation will be carried out regardless of whether the master switch is in locked or unlocked position. By turning an inside front door handle 65 to rotate the shaft 54 (Figure 1) in the direction of the arrow, the crank 6| will pull the link 59 to swing the lever plate 55 in a counter-clockwise direction as viewed in Figure 1. The projection 5? will swing the lever arm 2! downwardly in exactly the same manner as this operation is performed by the lip 3'! upon an operation of an outside door handle. The projection 51 and lip 31 are operable wholly independently of each other as means for effecting an unlatching swinging movement of the associated bell crank lever I9.

Assuming that the driver desires to lock himself or herself in the vehicle against unlawful entrance thereinto, for example by a so-called red light bandit, the operator need only depress the'push button 12 to accomplish the locking operation previously described, and under 10 such conditions the vehicle cannot be entered without the possession and operation of a door key.

However, the mechanism is operative for preventing the driver from looking the car from the inside and then leaving the vehicle with the doors inadvertently locked. Assuming that the push button 12 has been operated by the driver to open the master switch I88 and the driver with the parts so conditioned stops the vehicle and leaves it, he will open the door adjacent the drivers seat by the operation of the adjacent indoor handle 65, as described. This operation not only moves the lever I9 to a door unlocking position, but the swinging of the lever plate 56 for effecting this operation causes the pin 8| to effect downward movement of the link 19. Whenever an inside door handle is operated, therefore, the lever I8 will be operated in exactly the same manner as by a key-operated turning movement of the shaft 13. The lever I8 will operate the associated switch 33 to close the switch arm Ill thereof and thus energize the unlocking solenoid 92 in the manner described, to close the master switch I00. Thus, if the car doors are locked with the driver inside, the simple conventional operation of an inside front door handle when the driver leaves the vehicle will restore the normal condition of all of the parts of the mechanism, thus preventing an inadvertent locking of the doors. The slot 30 is provided in the link 19 to permit free downward movement of the link '89 by the lever 18 when the latter is operated by the key-controlled shaft I3, as will be obvious.

The foregoing operation, so far as it concerns the circuits for the front door push buttons l2, assumes the switch I52 (Figure 3) to be closed. This switch and its operating means prevents the operator from inadvertently locking the car with the key in the ignition switch. When the ignition key I58 is turned on, the pin I64 (Figure 5) will be arranged in the bottom of the groove I18, thus permitting the biasing spring I53 to hold the switch I52 closed. When the ignition switch key is turned off and the key is removed, the pin I64 will occupy the same lower position. Under either of the conditions referred to the switch I52 will be closed, and energization of the locking solenoid ill will be solely under the control af the push buttons 12. With the key H58 in the ignition switch and turned off, the pin I64 will be in an elevated position to open the switch I52 and thus prevent the closing of either push button circuit, and consequently the closing of a circuit through the locking solenoid 9! Accordingly the operator cannot turn off the ignition, leave the key in position and lock the car.

The principal feature of the present combination of elements is primarily intended to insure the safety of children riding in the rear compartment of a four-door sedan. As is well known, children riding in the rear of a sedan may open one of the rear doors, and many children have been injured and killed in such way. This is a source of particular danger in motor vehicles in which the rear doors swing out from the forward ends thereof, as is well known.

The toggle switch I is located at a point convenient to the operator and may be opened or closed at the election of the operator for the reasons to be described. Normally, the toggle switch I88 will be closed as shown in Figure 3. It is essential that the circuit in which the toggle switch is arranged be subject to energization solely by one of the rear inside door handle switches 51 when the car is at rest. Acc ordingly'the circuit including the switches I35, I88 and I98 and as; .sociated elements are employed.

The governor switch Iii'l'is closed as shown in Figure 3 when the car is at rest. With the toggle switch I86 closed, a person in the rear compartment of a four-door sedan can then open either rear door from the insideby operation of one 9f the rear inside door handles 55. The turning of; such handle in a clockwise direction as viewed in Figure 2 releases the associated switch H5 for movement to closed position. Under such circumstances, current will flow from the battery 562 through wires I84 and I99, through switch arm I84 and contact I 83, through wire I19 and the toggle switch I59, thence through one of the wires IE8 and the operated switch I15, and through wire 89, the associated solenoid 4i and back to the source through grounds t8 and M33.

lever kit of either front door latch mechanism is necessary since such lever is freely movable at all times withQut energization of the solenoid associated therewith. Only the rear inside door handles operate their associated solenoids-(ll, and

this operation is provided so that there'ar doors can be locked from the inside. when desired.

The operation just described with relation to the opening of one of the rear doors from the inside assumes that the, ignition key is not in operative position and not turned on. Under such conditions, the toggle switch circuit is completed acrosscontact I83 and switch arm I84. A different operation takes place with the vehicle standing' st ll with the engine running. Under such conditions, the ignition switch I96 (which may bean accessory control switch governed by the ignition switch) will be closed and current will flow through wires I04 and I98 to contact I91, through switch arm I95 and wires I95 and I 89 to the solenoid Si! and thence back to the source through grounds I9! and H13. Under such conditions' the solenoid 599 will be energized and its armature I92 will move the switch I85 to disconnectthe switch arm I84 from the contact I83 and connectthe latter to the switch arm I86.

Under such conditions, current through the toggle switch circuit will flow through wires I04 and I38, switch I95, wire I95, governor switch I88, contact I81, switch arm I86and contact I 83, and'thence through the remainder of the toggle switch circuit through wire I19 in the manner previously described.

Under either of the previously described two conditions, therefore, either inside rear door handle is operable to energize its associated solenoid 4 1 to release the corresponding door latch mechanism to permit one of the rear doors to be opened. The alternative circuits for the toggle switch as described above are provided so that the toggle switch circuit may be energized by either inside door handle when the vehicle is at .20 The foregoing operation of one of the inside rest, regardless of whether the engine is running 7 maintain the toggle switch circuit closed up to the insidedqor handle switches 81.

it will be apparent that whenever the engine is running, energization of either rear door solenoid 41 is dependent upon the positioning of the governor switch in closed position. When the vehicle is started and reaches a predetermined relatively low speed, for example ten miles per hour, the governor switch will be opened and will remain open until deceleration of the vehicle again reaches such predetermined speed. Therefore, whenever the vehicle is running at a speed above the predetermined speed referred to, the toggle switch circuit for either rear door cannot be closed by operation of the inside door handle thereof. Either switch 8'! can be closed, but the circuit for the associated solenoid 41 will be broken at the governor switch I88.

'As stated, the rear door latches cannot be opened except by energizing the associated solenoids 41. Accordingly when the vehicle is in motion and traveling above a predetermined relatively low speed, no one in the rear seat can open either rear door. This is a highly important safety feature, as will be obvious. A very large percentage of two-door sedans are sold to people who customarily carry small children in the back seat and they prefer two-door sedans since children in the backseat cannot readily gain access to the inside door handles of the two doors. The present invention renders it wholly practicable to carry children in the back seat of a four-door sedan, and they are carried in perfect safety so far as opening the rear doors is concerned without any thought on the part of the operator. The operation described is wholly automatic and the operator need not concern himself in any manner with children riding in the back or a four-door sedan.

All present four-door sedans, of course, are provided with individual door locks, and in some types of such locks opening of the rear doors cannot be accomplished by operation of the inside handles. However, children have access to the locking means and after having observed the operation of such means can readily unlock and then open one of the rear doors. The present construction not only positively prevents accidents from occurring in the manner stated, but requires no attention whatever on the part of the operator.

The toggle switch I88 is provided so that the operator can prevent the rear doors from being opened under any circumstances. For example, an operator maydesire to leave his vehicle for a few minutes with small children in the back of the car without locking the front doors, and under'such conditions, the operator may open the toggle switch I80, thus preventing the closing of the circuit for either rear door solenoid by operation of the associated inside door handle.

The present construction not only provides complete safety for children traveling in the back seat of a four-door sedan, but it also renders it practicable for people who customarily carry children in motor vehicles to purchase four-door sedans instead of tWO'jdOOI' sedans. Many twodoor sedans are purchased by, people who greatly prefer four-door sedans but do not buy them because of the factor ofdanger of carrying children in the rear seats.

We claim:

1. In a door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising a first handleat one side of the door, a locking device biased to a normal position in which said first handle is inoperative for moving said latch, means operable upon initial operation of said first handle for moving said locking member out of said normal position to render said first handle operative for releasing said latch, a second handle for said latch at the opposite side of said door, operating means for transmitting movement of said second handle to said latch to open it, and means operative under predetermined conditions for rendering said operating means inoperative by said second handle for opening the latch.

2. In a door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising a first handle at one side of the door, a locking device biased to a normal position in which said first handle is inoperative for moving said latch, means operable upon initial operation of said first handle for moving said locking member out of said normal position to render said first handle operative for releasing said latch, a second handle for said latch at the opposite side of said door, normally inoperative operating means between said second handle and said latch, control means associated with said operating means for predetermining the operativeness of said operating means, and means for operating said control means for rendering said operating means inefiective for operating the latch upon movement of said second handle.

3. In a locking mechanism for a vehicle door wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle, an inside door handle, normally inoperative operating connections between said inside door handle and the latch for releasing the latter upon operation of said inside door handle, a control device for said operating connections, and means responsive to movement of the vehicle above a predetermined speed for controlling the operation of said control device to render the latter effective for preventing said operating connections from transmitting movement from said inside door handle to the latch.

4. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle, an inside door handle, operating connections between said inside door handle and the latch to efiect a releasing movement of the latch upon operation of said inside door handle, a member biased to an operative position controlling said operating connections to prevent the latter from transmitting latch-releasing movement from said inside door handle to the latch, means for moving said member to a second position in which said operating connections are operative for transmitting movement from said inside door handle to the latch, and means responsive to movement of the vehicle at a predetermined speed for preventing operation of said last-named means whereby said member remains in its said biased position.

i 5. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle, an inside door handle, operating connections between said inside door handle and the latch to efiect areleasing movement of the latch upon operation of said inside 14 door handle, a member biased to an operative position controlling said operating connections to prevent the latter from transmitting latchreleasing movement from said inside door handle to the latch, means operative upon initial movement of said inside door handle for moving said member to a second position in which said operating connections are free to transmit further movement of said inside door handle to said latch to release it, and means responsive to movement of the vehicle for preventing operation of said last-named means whereby said member remains in its said biased position.

6. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle, an inside door handle, operating connections between said inside door handle and the latch to effect a releasing movement of the latch upon operation of said inside door handle, a member biased to an operative position controlling said operating connections to prevent the latter from transmitting latchreleasing movement from said inside door handle to the latch, a solenoid energizable for moving said member to a second position in which said operating connections are free to transmit movement from said inside door handle to the latch to release it, a circuit for said solenoid including a switch movable to closed position upon initial movement of said inside door handle, and means responsive to movement of the vehicle for preventing said switch from closing said circuit whereby said member remains in its said biased position.

'7. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle, an inside door handle, operating connections between said inside door handle and the latch to effect a releasing movement of the latch upon operation of said inside door handle, a member biased to an operative position controlling said operating connections to prevent the latter from transmitting latch-releasing movement from said inside door handle to the latch, a solenoid energizable for moving said member to a second position in which said operating connections are free to transmit movement from said inside door handle to the latch to release it, a circuit for said solenoid including a switch movable to closed position upon initial movement of said inside door handle, means responsive to movement of the vehicle for preventing said switch from closing said circuit whereby said member remains in its said biased position, and a manually op-= erable switch in said circuit for overruling said switch and said movement responsive means whereby, when it is open, said manually operable switch will prevent the closing of said circuit and said member will remain in its said biased position.

8. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an inside door handle and an outside door handle, a locking member biased to a normal position rendering either door handle ineffective for releasing the latch, means operative upon initial movement of either door handle for moving said locking member to a second position in which such handle is effective for releasing the latch, control means for preventing movement of said locking member to said second position upon op- 1E erationoi the outsidedoor handle, and. independ: ently oper le means for preventin movement of said locking member to said second position upon movement of said inside door handle.

9. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an inside door handle and an outside door handle, a locking member biased to a normal position rendering either doorhandle ineffective for releasing the latch, means operative upon initial movement of either door handle for moving said locking member to a second position in which such handle is effective for releasing the latch, control means for preventing movement of said locking member to said second position upon operation of the outside door handle, and means responsive to movement of the vehicle and operative independently of said control means for preventing movement of said locking member to said second position upon movement of said inside door handle.

10. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle and an inside door handle, a locking member biased to a normal position rendering either door handle ineffective for releasing the latch, an electro-magnetic device energizable for moving said locking member out of said normal position to render either door handle operative for releasing said latch, circuit means for said electro-magnetic device including a switch operable by initial movement of the out side door handle to energize said electro-magnetic device, means for preventing the closing of said circuit means to render the outside door handle ineffective for releasing the latch, a second circuit means for said electro-magnetic device including a switch operable by the inside door handle'to energize said electro-magnetic device and render the inside door handle operative for releasing the latch, and means responsive to movement of the vehicle for preventing energization of said electro-magnetic device by the closing of said last-named switch.

11. In a vehicle door locking mechanism wherein the door is provided with a latch, and means for operating the latch to release it comprising an outside door handle and an inside door handle, a locking member biased to 9. normal position rendering either door handle ineffective for releasing the latch, an electro-magnetic device energizable for moving said locking member out of said normal position to render either door handle operative for releasing said latch, circuit means for said electro-magnetic device including a switch operable by initial movementpi the outside door handle to energize said electro-magnetic device, means for preventing the closing of said circuit means to render the outside door handle ineffective for releasing the latch, a second circuit means for said electromagnetic device including a switch operable by the inside door handle to energize said electromagnetic device and render the inside door handle operative for releasing the latch, means responsive to movement of the vehicle for preventing energization of said electro-magnetic device by the closing of said last-named switch, and a manually operable switch in said second circuit means for overruling said vehicle movement-re- V sponsive means and the switch in said second circuit means. whereby, when said manually op- 16 erable switch is open, the inside door handle is ineffective for releasing said latch.

12-. In a vehicle door locking mechanism wherein the door is provided with a latch and means for operating the latch to release it comprising an inside door handle, normally inoperative means for transmitting movement from said door handle to said latch for releasing it, control means operative upon initial movement of the door handle for rendering said normally inoperative means operative for releasing the latch upon further movement of the door handle, and means responsive to motion of the vehicle for rendering said control means inoperative for affecting said normally inoperative means.

13. In a vehicle door locking mechanism wherein the door is provided with a latch and means for operating the latch to release it comprising an inside door handle, normally inoperative means for transmitting movement from said door handle to said latch for releasing it, control means operative upon initial movement of the door handle for rendering said normally inoperative means operative for releasing the latch upon further movement of the door handle, means responsive to motion of the vehicle for rendering said control means inoperative for affecting said normally inoperative means, and manual means for rendering said control means ineffective under any conditions for controlling said normally inoperative means, to prevent said mot-ion transmitting means from opening said latch upon operation of said door handle.

14. In a vehicle door locking mechanism wherein the door is provided with a latch, and an inside door handle for operating the latch, normally inoperative motion transmitting means connected between the door handle and the latch, means comprising a solenoid energizable upon initial movement of the door handle for rendering said motion transmitting means operative for opening the latch upon further movement of the door handle, and means operative in response to motion of the vehicle above a predetermined speed for preventing energization of said solenoid.

15. In a vehicle door locking mechanism wherein the door is provided with a latch, and an inside door handle for operating the latch, normally inoperative motion transmitting means connected between the door handle and the latch, means comprising a solenoid energizable upon initial movement of the door handle for rendering said motion transmitting means operative for opening the latch upon further movement of the door i handle, means operative in response to motion of the vehicle above a predetermined speed for preventing energization of said solenoid, and manual means operable for preventing said motiorr responsive means from rendering said solenoid energizable under any conditions.

JEANNOT G. INGRES. DAVID T. AYERS, JR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS