Patent GB-227495-A (GB)
Title: Improvements in or relating to apparatus for operating and controlling the doors or gates of passenger-carrying vehicles
IPC: E05F15/02
Filed: 1923-10-03
Abstract: 227,495. Wade, H., (Adams, H. H., and Gordon, C.). Oct. 3, 1923. Operating doors and barriers pneumatically and by treadles and toothed gear mechanism. - In a passenger vehicle of the " one-man control " type, having separate exit and entrance ways and a door or barrier for preventing persons boarding the vehicle through the exit way, the door operating-mechanism is under the control of the car operator and is operable by the combined acts of the passenger and of the car operator so that, when this mechanism is so operated, the exit door or barrier is moved out of its barrier-forming position. When the brakes are released, the exit door is returned automatically to its closed position, and this may be effected regardless of the position of the passenger. In the event of an emergency application of the brakes, the mechanism provides that the exit and entrance doors may be pushed open by the passengers. The control system also provides that the exit door may be opened solely by the car operator when a control has been moved or set to brake position. The act of a passenger constitutes stepping upon a controlling element in the form of a treadle device or the car step in the exit way, and the combined acts of the car operator and passenger -may take place simultaneously or at separate times. The control mechanism also provides for the operation of both the exit and entrance doors into the open and closed positions. For operating the doors, fluid-pressure motors in operative communication with the. brake system are employed. Fig. 2 shows the position of the main and auxiliary controls 36, 87 respectively near the driver's seat 84, the entrance door 94, and the exit doors 95, the exit door being opened by the depression of a treadle 183 or of the step 99 by a passenger when the control lever 86 is also moved during a normal operation to allow the exit of passengers. Fig. 36 represents diagrammatically the fluid-pressure control system in which the reservoir 267 supplies compressed air to engines 124, 113 for operating the exit and entrance doors respectively by the setting of the main control handle 86 of the valve 265, there being also provided an emergency brake valve 266, a brake operating-cylinder 268, and suitable pipe connections. The brake emergency valve is shown in section in Fig. 45, and the valve 265 as shown in section 38 is in the position in which the ported valve disc 271 has been moved over the disc 270 by the car operator into the position represented by " exit door open, entrance door balanced," Fig. 41, the positioning of the valve parts providing also for a supply of compressed air to the brake cylinder 268. The supply of pressure fluid to the door engine 113 that operates the entrance doors 94 is controlled bv the movement of the handle 86. The movement of the control lever 86 into a door-opening position shown in Fig. 41 requires also the depression of the treadle 183 or the step 99 for the engine 124 to open the exit doors, since the supply of pressure fluid to the engine 124 is controlled by valve mechanism in the cylinder 160. The mechanism for controlling this valve 167 is shown in Figs. 19, 19<a>, 23, 24, and 26. The treadle 183 is operatively mounted on a rock-shaft 176, asshown in Figs. 3 and 4. When the treadle is depressed and the handle 86 is moved to open the exit doors, the shaft 208 is caused to be rotated and the arm 214 is pressed against the spindle 167 to open its valve against the action of a spring 165. The fluid pressure is thus relieved on one side piston 155, Fig. 30, and compressed air in the chamber 160a passes through the grooves 163 to act against the end wall of the cylinder 158; this moves the piston to the right against the action of the spring 162. The valve 148 is then moved to allow pressure fluid to pass from the pipe 147 to the cylinder 125 for the opening of the exit doors 45, the cylinder 126 being put to exhaust. When the valve 167 is released and returns to its closed position, the slide valve 148 moves to open the door-closing side of the engine 124 to compressed air and puts the door-opening side to exhaust. The initial movements of the pistons in the engine 124 are rapid, but slow down to avoid slamming of the doors. The setting of the handle 86 to the door-open position in this operation causes compressed air to be supplied to the cylinder 231, Fig. 24, and its piston 229 is moved to rock the shaft 208 upwardly about its end pivot 212. The rotation of the shaft 208 to cause the opening movement of the valve 167 for the opening movement of the exit doors is effected by the additional act of the passenger in depressing the treadle 183, and for this purpose the shaft, 208 is connected by a pin-and-slot connection with an arm 205, that is caused to engage with a lug 201 or 202, Fig. 19<a>, when the shaft 171 is depressed. These combined movements of the handle 86 and treadle 183 thus cause the shaft 208 to be operatively rotated, for opening first the valve 167 and then the exit door. When the treadle is clear of passengers, the shaft 208 is returned by a spring 217, the valve 167 is closed, and the subsequent movement of the valve 148 provides for the closing operation of the exit doors. The treadle 183 is positioned on the floor of the passenger exit-way and is mounted on a shaft 176 counterbalanced by a weight 179, and with an arm 175 operatively connected with the shaft 171. The treadle is also operatively connected through levers 182, 192 with spring- pressed rods 196 that are guided in the underframe of the car and operatively attached to the door-step mechanism. Means are also provided for opening the exit doors independently of the depression of the treadle or step by a passenger. This is effected by operating the auxiliary control handle 87, which is mounted on a vertical shaft 235 projecting through the car platform and operatively connected through links 238 - - 242 with the shaft 171, as shown in Fig. 3. Movement of the handle 87 causes the rotation of shafts 235 and 171, and the shaft 208 is rotated in a counter-clockwise direction through the crank 202 and the member 222, Fig. 19<a>, to open the valve 167 controlling the exit-door engine 124. The lever 87 is returned to normal position by a spring 243, Fig. 3, when the car operator positions the lever 86 to release the brakes, and it is locked against actuation from normal position until the lever 86 is moved to a position in which the brakes are applied. The mechanism that provides for this is shown in Fig. 18. The shaft 235 has a pin 255 that is engaged by a notched sleeve 252, and this sleeve has an extension 256 carrying a stud 257 slidably in a block 259 rigidly secured to the platform 75. This block member is formed as a cylinder 260 operatively connected to the valve chamber 265 through a pipe connection 264, Figs. 18 and 36. To release the shaft 235 for rotation by the handle 87, the handle 86 has first to be moved into braking position, when the piston 261 is raised against the action of a spring 263 and the sleeve. 252 is lifted out of engagement with a stud 255. Rotation of the shaft 235 by the handle 87 then causes the lugs 251 of the slidable sleeve 246 to engage with notches 253 of the sleeve 252 and, when the handle 86 is returned to normal position, the pressure supply to the cylinder 260 is cut off. The shaft 235 is then returned automatically under the action of springs to the closing-position for the exit doors. The emergency valve 266, Figs. 36 and 45, is of the construction commonly used for brake installations and comprises a valve chamber 301 in which is reciprocable a differential piston 302. Between the shoulders 306 of this piston device is a ported slide-valve block 307. The port 309 is open to atmosphere and at the opposite end of the chamber a pipe. 282 leads to the valve 265. The pipes 285, 312, 317 lead respectively to the valve 265, the pressure cylinder 267, and the brake cylinder 268. The positions into which the main control handle 86 has to be rotated to set the valve 265 for effecting various operations in relation to the stationary valve disc 270 are shown in Fig. 41. The entrance doors 04 are operated solely by the movement of the handle 86, but unless this control is moved beyond a certain position the exit doors are not opened without also the depression of the treadle 183 or step 99 by a passenger, this combined action, as previously described, causing the shaft 208 to be rotated into a position to shift the valve 167 against its spring. Movement of the lever 86 beyond the " exit door open " position causes the doors to close. In the "release" position of he the pipes 284, 285 are open to the exhaust pipe 283 and pressure fluid is supplied through pipes 281, 282 through the valve 265 to maintain the entrance and exit doors closed. In the " exit door open " position, the valve parts are positioned as shown in Fig. 38, pressure fluid being then supplied from the valve chamber 272 to the emergency valve 266 and by the pipe 317 to the brake cylinder 268, and also to the engine 124 or opening the exit doors if or when the treadle, is depressed. In the "both doors open" position, the cylinder 115 of the engine 113 is put to exhaust and the entrance doors are opened. The pipe 282 is not put to exhaust unless the handle is moved to the position marked " emergency," when the brake cylinder 268 is supplied direct from the emergency valve 266 with air pressure for actuating the brakes; this operation also causes the balancing of the engines of the entrance and exit doors, to permit the doors to be pushed open by the. passengers. In the modified construction shown in Figs. 47, 49, and 65, the exit and entrance doors are. opened together by movement of the control handle 86, and the valve 265 may be of the standard safety valve type, the independent movement of the exit door requiring the mo