Patent GB-190516413-A (GB)
Title: Improvements in Apparatus for Locking Railway Carriage Doors and for like purposes.
Inventor: GARDEN JOHN
Filed: 1905-08-12
Granted: 1905-10-26
Abstract: 16,413. Garden, J. Aug. 12. Locks and fastenings, railway-carriage door.- Relates to means for automatically fastening railway-carriage doors. On the underframe of each carriage is mounted governor mechanism 4, Figs. 1 and 3, which on the rotation of the carriage axle 8 draws in a main cord &c. 9 and operates the door locks 13 by means of auxiliary cords 12. A device 19 is placed on each side at one end of the carriage to enable all the doors on that side to be permanently locked, and is so arranged that it automatically unlocks the doors on the free side of the carriage if the latter is capsized. Extensions 14 of the cord 9, rings 16, and pins 17 on the end of the carriage provide another means for keeping the doors of carriage permanently locked. The governor mechanism 4 is shown in Fig. 6 and 7 in the position it assumes when the carriage is at rest. The mechanism is enclosed in a casing 24, mounted on the underside of the carriage, and is geared to one of the carriage axles by means of a pulley 31. Gearing with the collar 35 of the governor mechanism is an arm 43 on a rotatable shaft 44 mounted in a bracket 45 on the side of the casing. The free end of the shaft 44 is situated in a chamber 52 in the side of the casing, and is formed with a cam 47, Figs. 6 and 10, the outer surface of which is formed with an inclined plane 47<a> engaging with another inclined surface on the end of the projection 66 of a spring-controlled plate 65 sliding backwards and forwards in the side of the casing 24. As the collar 35 is moved along the shaft 30 by the separation of the governor weights 37, the shaft 44 is turned and the cam 47, as it turns from the position shown in Fig. 10, allows the spring plates 55, which are fixed to the plunger 53 sliding in the chamber 52, to come together till the pins 58 fixed thereon meet. Meanwhile, a projection 33 on the revolving bar 32 of the governor, in its rotation has knocked against the arm 48<d> of a bell-crank lever 48 mounted in the casing, and caused the other arm 48<e>, the end of which is situated in the chamber 52, to descend. As the two plates 55 come together, their wedgeshaped ends 56 engage with the bottom of the arm 48<e>, and, as the latter descends, are forced down in the chamber 52, thus drawing down the plunger 53. To the end of the plunger are fixed the free ends of the cord 9, Fig. 1, which, on the plunger descending, is thus pulled to operate the locks of the carriage doors. As the spring plates 55 descend, the sliding piece 65 is pressed by the spring 64 into recesses in the sides of the plates, thus preventing the return of the plunger while the train is in motion. When the train stops, the shaft 44 returns to its original position, thus by means of the inclined planes 47<a> releasing the piece 65 from the plates 55, and at the same time separating the plates 55 so that the latter and the plunger 53 can slide upwards under the action of the spring 0, Fig. 3, and unfasten the locks. All the parts return to normal positions under the action of their respective springs. The door fastening consists of a bevelled bolt 113, Fig. 16, working in the side of the door frame, and operated by means of a bell-crank lever 105, the arm 105<b> of which is connected through a strong spring 111 to one of the auxiliary cords 12 of the main cord 9. Each bolt is adapted to be operated individually by an ordinary railway key inserted in a square socket 109 of the bell-crank lever 105. The device 19 shown in Fig. 3 for permanently fastening the carriage doors and for automatically unfastening the same in case of accident is shown in Figs. 12 and 14. The main cord 9 is cut near the corner pulley and the severed ends are fastened one to each end of a sliding rod 81, Fig. 12, mounted in the upper part 78 of the casing shown secured to the underside of the carriage. Mounted so as to work transversely to the rod 81 and with its nose 83 working in the slot 82 of the rod 81 is a lever 84, the other end 85 of which projects out iu front of the carriage end. Pivoted at 87 to the lever 84 is a locking-bar 88, the nose 90 of which is adapted to engage with either one of two slots 91, 94 made in the casing 73. The handle 92 of the bar 88 covers the lever 84, and between the two is placed a spring 93 to keep the bar 88 in the locking position. As shown in Fig. 12, the device is supposed to be fitted to the left-hand corner of the carriage underframe, looking from the opposite buffer. The bar 81 is free to slide backwards and forwards under the action of the main cord 9 according as the train starts or stops and automatically fastens the doors. By pressing the handles 85, 92 together to disengage the nose 90 from the slot 91, and moving the lever 84 to the side, so that the nose 83 thereof shifts the bar 81 to the right, the nose 90 springing into the slot 94 and locking the bar 81 in the new position, all the doors on that side of the carriage are permanently fastened. Pivoted by the bolt 74 in the casing 73 is a weighted lever 75, which swings to the right when the carriage is tilted on its right side, in which case the cam 77 acts on the nose 90 of the locking-bar 88 and disengages it from the slot 94, thus allowing the bar 81 to return to its original position under the action of the spring 0, Fig. 3, and unlock all the doors on the left of the carriage. A similar device with reverse movements is mounted on the other side of the carriage.