US1515175A - Door-operating mechanism - Google Patents

Description

Nov. 1 1 1924 1,515,175 H. ROWNTREE DOOR OPERATING MECHANISM Filed Jan. 22. 1923 2 Sheets-Sheet l I 2 auytli I 951 b rime/ S Patented Nov. 11, 1924.

HAROLD nownrann, on NEW YORK, 'N.Y., nssrenon' T0 nnmonnr. rnncmn'rro COMPANY, on NEW YoRK, N. Y., A conronncrronor wns'r VIRGINIA.

DOOR-OPERATING MECHANISM.

Application filed January 22, 1923. Serial No. 614,121.

T 0 all whom it may concern: I

Be it knownthat I, HAROLD ROWNTREE, a

citizen of the United States,.residing at New York, county and State of New .York, have made a certain new and useful Invention inv Door-Operating Mechanism, of which the following is a specification.

This invention relates to door operating mechanism and more particularly to fluid pressure actuated apparatus for controllmg the movement of doors such asvare commonly employed on street, subway,- elevate d cars,

trains or vehicles. The object of the invention 1s to provlde door operating mechanism which is simpleof construction, efficient 1n operation and economical of manufacture.

A further object of the invention 1s to provide door operating mechanism which may be applied to any car, train or the: like,

employing fluid pressure for braking.

A further object ofthe invention is to provide apparatus of this character which secures its operating pressure from the fluid pressure brake line and which is so constructed, controlled and operated that independent manipulation of the brakes and door operating mechanism may be secured.

A further object of the invention is to provide apparatus of this character for the above set forth purposes wherein variations of pressure in the brake line will control both the brakes and the doors, but within certain limits of variation will control the provide means for. efi'ectively closing the various doors in a system of this nature when the same have reached their approxi-- mately closed position by imparting a sudden slam thereto, thereby making'it possible to employ latches or the like in connection therewith. I

Further. objects of the invention pear more fully hereinafter. r

The invention consists substantially in the will apconstruction, combination, location and relative arrangement of parts, all as will be -more fullyhereinafter set forth, as shown by the accompanying drawings and finall pointed out in the appended claims. I I

Referring to the drawings:

Figure l is adiagrammatic view in plan" 4 showing the control of door engines by varying the pressure in the brake line. I

Fig.- 2 is an enlarged view partially in section and in elevation showing a control valve employed in accordance with my invention in the arrangement shown in Fig." 1.

Fig. 3 is a door motor shown: in' section employed in accordance with my invention, utilizing brake line vacuum for the operation thereof. 7

Fig. 4 shows, partially in section, a door motor employing brake line pressure for the operation thereof.

Fig. 5 is anenlargeddetail view in section a of the right handend of the motor shown inFig. 4.

The same part is designated by the same reference character wherever throughout the several views.

It is among the special purposes of my present invention to provide a system for it occurs the control and operation of doors and apparatus for use in connection therewith -wh1ch Wlll utihze variations 1n the pressure or vacuum in a brake line system for the control of the door motors. Withan arrangement of this nature it will be readily apparent that separate pneumatic systems such as are commonly employed for door control and operation today would be largelv eliminated and that but one control station for all of the car doors on one or more cars is necessary. I

In a system of this nature it w1ll readily be apparent that it is essential that there should be complete and free control of the brakes without any danger of opening the doors when the car or train of cars is 1n motion.

It is among the special purposes of my 1nvention to provide mechanism which permits such independent control of the door motors and of the brakes, and yet at the same time utilizes the variation of pressure in the brake line system for the control of the door motors.

In Fig. 1 I have diagrammat callyfllustrated a system embodying my invent on applied to a train of two cars, but I wish it to be understood that I do not desire to be limited or restricted in this respect as the invention may be applied as well to a single car or train consisting of any number of cars. The two cars shown, however, are designated byreference numerals 1 and 2, and

for the purpose of illustration, each car is provided with two or more doors 3. It 1s, of course, immaterial so far as my invention is concerned, how many doors are employed on the car, but for each door there 1s provided a door motor 4.

There are many types of door motors that may be employed in accordance with my 1nvention and l have shown in Figs. 3 and 4 two difierent types that may be employed. I do not desire to be limited or restricted in this respect, however.

In the form of motors shown and to be hereinafter described, I employ a motor which permits the door to be 0 ened by hand and to be closed by power. T e main brake line is illustrated by reference numeral 5 and extends the length of each car and. is provided with the usual coupling means for coupling various cars together when more than one car is employed. This equipment is standard in the art and forms no part of my present invention exce t in so far as it is used in connection t erewith. This main brake line is connected through a triple valve 6, provided with an outlet 7, which leads to the brakes (not shown). It is also provided with a connection 8 to the brake reservoir 9 in which fluid pressure is stored. The brake reservoir 9 is connected to what I will term the door engine reservoir 10 by means of a connection 11 which is cont-rolled by what I will term the pressure controlled valve 12 which isalso a check valve and only permits fluid pressure to flow from the brake reservoir 9 to the door engine reservoir 10 when pressure in the brake reservoir exceeds a certain amount. The check valve feature of the pressure controlledwalve prevents any fluid pressure from the door arrears engine reservoir 10 from flowing back to the brake reservoir 9. The pressure controlled valve 12 is commonly used in the air-brake art for supplying pressure from the airbrake reservoir for other purposes. Its function in the present invention is to prevent any de-arrangement of the air-brake system resulting from any possible change in the auxiliary system. It allows no air to pass through into the auxiliary reservoir until nearly the maximum pressure has been reached in the brake line, and then only allows it to pass slowly through a restricted area, so that in the event of a bad leak the loss of air in the auxiliary reservoir would not severely and rapidly drain the brake line. As stated, it also contains a check valve to prevent any air from passing back intothe brake line. This valve is not illustrated in detail, as it is well known in the art, and forms no part of the present invention except in so far as it is used in connection therewith. The door engine reservoir 10 is connected through a pressure reducing valve 13 to what I will call the door control valve 14 which is provided with a connection 15 to a pipe line 16 common to all of the door engines 4. There is also provided a by-pass connection 26 between the door control valve 14 and the main brake line 5 which by-passes the triple valve 6, brake reservoir 9, door engine reservoir 10 and reducing valve 13. The equi ment described in connection with car 1 is uplicated on each car, if more than one car is employed.

I will now describe more in detail the door control valve 14 with reference to Fig. 2, wherein such valve is shown in section. The

connection 17 extending between the door engine reservoir 10 and the valve 14, which connection is controlled by the reducing valve 13, enters into a casting 18 which is provided with an enlarged chamber 19 at one end thereof. The piston 20 operates in this chamber and the piston rod 21 thereof is provided with spaced collars 22 between which is positioned a valve 23 adapted to be suitably moved upon actuation of the piston 20 and its rod. The end of the casting 18 is provided with :1 channel plug 24 into which the end of the piston rod 21 extends. A coil spring 26 extends between the inner surface of the plug 24 and one of the collars 22 to normally maintain the piston 20 in its limit of movement towards the left. A connection 26 is provided in a. cap 27 for the cylinder 19 with a restricted opening 28 therein to admit fluid pressure behind the surface of the piston 20. The connection 26 is provided for communication with the brake line 5. The valve 23, in one posi tion, opens the door engine to exhaust and in the other position applies pressure necessary to close the door, the pressure being supplied through the connection 17 from the door engine reservoir 10. The adjustment of the valve 14 is made notsensitive, so that a slight reduction or slight increase of the brake line pressure will not affect the valve 23. However, when the brake line pressure becomes large enough to overcome the spring and the reduced pressure supplied through connection 17 to the right hand surface of piston 20, the right and the valve 23, as above described, moves therewith to the limit of its movement towards the right, which is the door closed position.

In the operation of any valve mechanism by pressure it is obvious that the larger the area of the valve operating piston in relation to the friction surface of the valve to be moved, the more sensitive the valve will be to variations in operating pressure, and the larger the friction surface of the valve to be moved in relation to the area of the valve operating piston, the less sensitive the valve will be to variations in the operating pressure. The triple valve, as illustrated at 6, is in practice constructed to be highly sensitive, in order that the valve may respond promptly and accurately to slight variations in train pipe pressure, and thereby obtain a. prompt response in the brakes to such train pipe variation. In this invention it is desired to enable the brakes to be controlled, to

' will not respond to a reduction of train pipe a certain extent, without also causing a change in door control, and therefore the door control valve 14 isso proportioned between the area of its operatin piston and its friction surface that it is ess sensitive than the triple valve, so that the door valve pressure until that reduction is considerable, nor respond to an increase in train pipe pressure until that increase is considerable.

Let us suppose that the full train pipe pressure is 70 lbs. and that this pressure exists in the train pipe, the brake reservoir and the door. reservoir,-and that the door operating pressure is reduced to 30 lbs. by the reducing valve 13. The triple valve will be holding the brakes clear and the door valve will be holding the doors closed. If now the train pipe pressure is reduced to 60 lbs. the brakes will be partially applied, but the door valve, being less sensitive than the triple valve. will not have moved from door closed position. If the train pipe pressure is again increased to 70 lbs. the valve will be cleared and the doors still remain held closed. If, however, the train pipe pressure is reduced to lbs. so as to obtain a full application of the brakes, this reduction in train pipe pressure will move the door valve to door open position, so any door can be opened by hand if desired. If the train pipe pressure is 110w increased to lbs. it will result in freeing the brakes, as the train pipe piston 20 is moved to the' pressure will be in'excess of the brake reservoir (pressure, this pressure havin been reduce through the previous application of the brakes, but it will not result in closing any open doors as the increase will not be suflicient to overcome the friction of the door valve. When, however, the train pipe pressure approaches lbs. the door valve will be moved to closed position, and any open doors will be closed.

It will be readily understood that with this arrangement the engineer or motorman, assuming that he is the one who controls the door motors, as well' as the car motor, is able to apply the brakes partially and to take them off altogether withoutoperation of the door valve, thereby permitting the normaloperation of a car or train in transit without interference with or by'the door control apparatus.

I will now describe the types of motors employed in accordance with my invention. Referring particularly to F igs'. 4 and 5, I show a type of door motor which utilizes the pressure in a brake line for actuation. This motor consists of a castin 30 having cylinders 31 and 32 therein, in which operate pistons 33 and 34 which are connected to-' gether by means of a piston rod 35. The piston rod 35 has secured thereto a lug 36 which moves in a slot cut in the casting 30 between the cylinders 31 and 32 and to which 1s connected the arm ordinarily connected to the door to effect the operation thereof. Cylinder 31 is provided at its remote end with a connection 37 for attachment to a source of fluid pressure from the door engine control valve 14 (see Fig. 1). The remote end of cylinder 32 is provided with a cap 40 with an orifice 41 therein and a chamber 42 to which the orifice 41 communicates. A piston 43 operates in chamber 42 and carries a valve 44. When the piston'43 is at the limit of its movement to the right, as shown in Fig. 5, the valve 44 is unseated from its seat on the ipassage 41 so that fluid pressure may flow rom cylinder 32 into cylinder 42 and through exhaust port 45. to atmosphere. The chamber '42 is provided with a cap 46 provided with a connection 47 for attachment to a source of fluid pressure from the door engine control valve 14, a communicating port 48 being provided to permit the fluid pressure to get into the cylinder 42 behind the outer surface of piston 43. lVith the parts shown as in Figs. 4 and 5, the door is in its closed position.

Let us assume that the door has been opened by hand and it is desired to closethe door. It is understood that when the door has been opened by hand the pistons 33 and 34 have been moved to the limit of their movement in the left hand direction, i. e., with the lug 36 in the dotted position,

shown in Fig. 4. Now, to close the door, fluid pressure is admitted by proper operation of the door control valve, shown in Fig. 2, to the end of the cylinders 31 and to the end of chamber 42. The fluid pressure admitted in the chamber 42 forces the piston 43 to the left, thereby seating the valve 44 on its seat 41 and closing communication between cylinder 32 and the exhaust port 45, except for the restricted opening extending between the chamber 42 and the cylinder 32. The pistons 33 and 34 thereupon move towards the right compressing the air in cylinder 32 and with the restricted exhaust port 50 forming a cushioning for the closing movement of the door until the head of the piston 34 encounters the end of the valve stem 51 as the door reaches its approximately closed position, at which point the valve 44 is unseated, allowing a free exhaust through ports 41 and 45 to thereby cause the final closing movement of the motor to be in the nature of a slam. By virtue of the final slam feature of the invention, it is possible to employ ordinary latches or the like, for maintaining the doors in a closed position and at the same time ensure that the latches are sprung each time the door assumes its door closed position.

The simplicity of the engine structure and the efliciency of the operation thereof in conjunction with the valve mechanism for controlling the fluid pressure, as shown in Fig. 2 of the drawings, present many advantages in the use of this type of motor in connection with main brake line systems employed, which advantages are outstanding over the present systems employed,-0f separate fluid pressure supply for door operation.

The invention may be readily applied to the vacuum type of brake systems with but slight modification of the motor construction. In Fig. 3 T have shown a type of motor which may be employed for this purpose. Tn this arrangement the motor consists of cylinders and 61 of difi'erent diameters and in which operate pistons 62 and 63, respectively, connected by a piston rod 64. Cylinder 62 is open-ended and has pivotally secured thereto the arm 65 which is connected to the door for operation thereof. Pipes 66 and 67 are connected by means of a suitable nipple 68 to the vacuum system. Pipe 67 communicates through passage 69 with .the closed end of cylinder 60, and pipe 66 communicates with a chamber 70 at the remote end of cylinder 61. Ohamber 70 contains therein a piston 71, the rod of which consists of the valve 44 which seats in the head of cylinder 61 so that when the piston 71 is at the limit of its movementtowards the left, in the form shown, communication is shut off between cylinder 61 and chamber 70 except through the restricted port 50, as in the case of the structure shown in Fig. 5, but when the piston is moved to the extreme right communication is established between cylinder 61 and chamber 70 through the passage 41. The extreme end of the chamber 70 is provided with an exhaust port 45. With the parts in the arrangement shown the door is in its door open position. To close the door a vacuum is produced -'in the line to which the nipple 68 is connected. Therefore a vacuum is created in the chamber 60 behind the piston 62 and likewise in the chamber 70 behind the piston 71.

The atmospheric pressure in the portion 7 0 of the cylinder 70 in front of the piston 71 forces the valve 44 on its seat 41. The air then contained in cylinder 61 can only escape through the restricted port 50 so that a cushioning is efiected towards the limit of the stroke of the motor, i. e., as the door approaches its closed position. When, however, the head of piston 63 encounters the stem 51 of Valve 44 the valve is unseated' and a free exhaust through the port 41 is provided for the remainder of the air in cylinder 61, so that the final slam suflicient to efi'ect an operation of the door latch is thus effected. The operation of the vacuum type of motor as distinguished from the pressure type of motor will be readily understood in view of the description hereinbefore given of the pressure type of motor and it will be readily apparent that variation in the vacuum controls the door control system.

Many modifications and changes in details will readily occur to those skilled in the art without departing from the spirit and scope of my invent-ion as defined in the claims, and I desire to have the foregoing regarded in an illustrative sense rather than in a limiting sense.

Having now set forth the objects and nature of my invention and having shown and described a construction embodying the principles thereof, what I claim as new and useful and of my own invention and desire to secure by Letters Patent is:

1. In a car door control system, and in combination with a brake line and a fluid pressure actuated door motor, of means controlled by variations of the pressure in the brake line for controlling said motor.

2. In a car door control system, and in combination with a brake line and a fluid pressure actuated door motor, of a valve for controlling the door motor, and means controlled by variations of the pressure in the brake line for controlling said valve.

3. In a car door control system, and in combination with a brake line, a brake controlling valve, and a fluid pressure actuated door motor, of a valve for controlling the door motor, means whereby a Variation of the pressure in the brake line will control the door valve" less sensitive to such variationsthan the brake valve.

' fluid pressure to said motor. i 7. In a car door control system, and in? combination with a brake-line. and a ffluid;

' pressure actuated doormotor, of a source'of f 4. In a car door control system, and in combination with a brake'line,"a brake controlling valve, and a fluid pressure actuated door motor, of a valve for controlling the door motor, means whereby a variation of the pressure in the brake line will control said door valve, and. meansfor rendering said door valve less sensitive to such variation than said brake valve. I v

5. In a car door control system, and in combination with a brake line and a fluid pressure actuated door motor, of means controlled by variations of the pressure in the brake line for actuating said motor to door closed position.

6. In a car door control system, and in combination with a brake line and a fluid pressure actuated door motor, of a source of fluid pressure for said motor, and means con-. trolled by variations in pressure in. said brake line for controlling fluid pressure for "said motor,*a valve for controlling the supplly'of fluid pressure to said motor, and'means controlled by variations-in pressurein said brake line forfcon trolling saidvalve.

v, 8. In acar door control"sy'stem,'-and combination with a brake line and-aj fluid pressure actuated door ,motor toiclos'e' the" door, of means controlled by a variation 1n I pressure in said brake line for actuating said motor.

9. In a car door control system, and in combination with a brake line and-a fluid pressureactuated door motor, ofv atria reservoir, a ,door motor reservoir, ineans for maintaining saiddoor motorreservoir filled from said brake reservoir, and means controlled by variations infpressure in said brake line for controlling the supply of fluid pressure from said door motor reservoirto said door motor. a

10. In a car door control system, and incombination with a brake line and a fluid pressure actuated door motor, of a; brake reservoir, a door motor reservoir, means for maintaining said door motor reservoir filled from said brake reservoir, a valve for controlling the'supply of fluid pressure from said door motor reservoir to said door motor,

' and means for controlling said valve by varihaust the supply of la iyl trolling the-supply of fluid pressure from said door motorreservoir to said door motor,

between sald valve and and. a connection said brake line. I

12. In a door motor, the combination with a cylinder, a piston therein, means for controlforfpermitting an unrestricted exhaust of the I air near the 'completionofj its stroke.

13. In a door motor, the combination with a c linder, a piston therein, means for contro ling the supply of fluid pressure and the exhaust thereof-from said cylinder, a cushioning cylinder,'means for aflording a restricted exhaust of air from said cylinder to cushion themovement thereof, and means actuated by the piston nearing the end. of-i'ts travel for permittingi an .unrestricted ex- Qt. the, from said cylinder.

H ii ot'orythe combination with I, p r,.aLpiston-therein, means for controlling the. supply of fluid pressure and the exhaust thereof from said cylinder, a cushioningicylinder, a normally closed free exhaust port and a restricted exhaust port, and

haust port; .7 7-

115.1: In adoo'r motor, the combination with azeyli ndrgi piston therein, means for; at,-

fording-a restricted exhaust of airvfr'om' behind saidg piston' to cushion .the -movement thereof itowardsthe approximate end of its 'trfavel,* and means-for permitting an unrestricted exh sto ffthe' air behind said piston near nipletion of its stroke.

, I n a door motor, the combination with a cylinder, a piston therein, means for, affording a restricted exhaust of air from behind said piston to cushion the movement theerof towards the approximate-end of* its travel, and means actuated by the piston nearing the end of its travel for permitting ling the supply of fluid pressure and the exv an unrestricted exhaust of the air behind said piston.

17 In a door motor, thecombination with a cylinder, a piston therein, a normally closedfree exhaust port and a restricted exhaust port, and means controlled by the piston reaching the end of its travel for opening said free exhaust port.

18. In a door motor, the combination with a cylinder, a piston therein, a free exhaust port and a restricted exhaust ort, a valve for said free exhaust port and uid pressure means for normally maintaining said valve closed, and means actuated by the piston nearing the end of its travel for unseating said valve.

19. In a door motor, the combination with a cylinder, a piston therein, means for controlling the suppl of fluid pressure and the exhaust thereof from said cylinder, an ex- I exhaust thereof rom said cylinder, an exhaust port, and a movable device actuated haust port, and mechanical means controlled by said piston reaching the end of its travel by the piston reachin the end of its travel for controlling said port. 5 for controlling said ex iaust port. In testimony whereof I have hereunto set 20. In a door motor, the combination with my hand on this 12th day of January,iA. D. a cylinder, a piston therein, means for con- 1923. trolling the supply of fluid pressure and the HAROLD ROWNTREE.

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