Improved Mechanism for Opening, Closing, Locking, and Unlocking Doors of Railway Carriages and for Indicating to Passengers the Names of Arrival Stations.
Year: 1896

page_text: Date of Application, 21st Oct., 1896-Accepted, 21st Oct., 1897
COMPLETE SPECIFICATION.
Improved Mechanism for Opening, Closing, Locking, and Unlocking
Doors of Railway Carriages and for Indicating to Passengers the
Names of Arrival Stations.
I, ROBERT ALFRED FRASER, of "Alvie," Toorak Road, Toorak, in the Colony
of Victoria, Gentleman, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:
My present object is to provide simple and inexpensive mechanism that will
serve the five following purposes:--
Firstly. For automatically opening and closing from the Guard's van the doors
of either side of a railway carriage.
Secondly. For allowing the door of a railway carriage to be either opened or
closed by the passengers irrespective of the mechanism.
Thirdly. For preventing the doors injuring any person or object with which
they may come into contact whilst in the act of closing.
Fourthly. For either locking or unlocking the carriage doors from the Guard's
van or for allowing them to be locked or unlocked by a hand key as at present,
independently of the mechanism.
Fifthly. For indicating to passengers within each carriage compartment the
name of the arrival station simultaneously with the stoppage of the train.
But in order that my invention may be better understood I will now refer to
the accompanying sheet of drawings in which similar letters of references indicate
similar parts where they occur in all the views.
Figure 1 illustrates a longitudinal elevation of the mechanism shewing it
applied to two carriage doors.
Figure 2 represents a plan of Figure 1 and also other parts which are not seen
in the elevation.
Figure 3 is an end transverse elevation taken across the vertical line A° of
Figure 1. In this view is shewn the hereinafter described vertical latch releasing
and lock operating spindle.
Figures 4, 5 and 5 represent outer side elevations of three portions of the
vertical latch releasing and lock operating spindle shewing its lower end forked
to carry a roller which engages two incline planes secured to the sliding tubular
rod hereinafter described.
Figure 6 represents a rear elevation of the lock shewing its connection with the
aforesaid latch releasing and lock operating spindle.
Figure 7 is a plan upon the line C of Figure 6 shewing the position of the parts
of the lock when a door is locked or unlocked, the dotted lines representing the
locked position.
Figures 8 and 9 represent respectively views of the outer plate and a side car
of the lock shewn at Figures 6 and 7.
Figure 10 is a sectional elevation of what I term the main controlling valve
which is used to control the mechanism.

page_text: Figure 11 is a sectional plan upon the line 1, 2, of Figure 10.
Figure 12 is a sectional elevation of a reducing valve employed in conjunction
with the said main controlling valve.
Figure 13 illustrates a front elevation of the station indicator whilst
Figure 14 represents a sectional view of same shewing it attached to the door
casement and
Figure 15 is a rear elevation.
Figure 16 is a side elevation shewing the arrangement of the main controlling
vaive with the parts that are employed to adjust the mechanism for the purpose
of either locking or unlocking the doors.
Figure 17 is a front elevation of Figure 16 and
Figure 18 is a plan of Figure 17.
The mechanism has been designed so that it may be operated from the Guard's
van and to operate such mechanism compressed air is taken either from the
overflow air pressure of the Westinghouse brake apparatus or from an air pump
worked from an eccentric fixed upon one of the axles of the Guard's van.
The mechanism for both sides of the carriage is alike but for the sake of
clearness I shall describe that which is arranged for the doors of one side of a
carriage.
To the under side of a carriage is seeured the flanged cylinder (A) provided
with the piston (B) which is comprised of a leather ring of a larger diameter than
the bore of the cylinder placed between two metal discs so as to render said piston
airtight. To said piston is connected an adjustable piston rod (C) consisting of
four parts as shewn at Figure 2 two of which are connected together by the
adjustable hand nut (D) which permits of adjustment so that more or less com-
pression may be given to a spiral spring (E) arranged as hereinafter described.
The divided parts of said rod (C) are provided respectively with right and left
hand screw threads. One part of said rod takes the form of a double pin joint,
the pins being lettered (F) and (F) and an intermediate part is provided with
a collar (G) which moves within the tubular casing (H) situated beneath and
secured near to one end of carriage.
That portion of the rod (C) which is extended from said collar (G) is passed
through a passage in the outer blind end of said casing and its end portion is
screw threaded and provided with a nut (I) which bears against the end of said
casing (H). That portion of the rod contained within the casing is provided
with the aforesaid spiral spring (E) which is made sufficiently strong to move the
piston (B) its full stroke in the cylinder (A) when the air is exhausted therefrom
for the closing of the doors. (J) is a duplex arm, the inner end of which is pinned
at (F) to the joint of the rod (C) whilst the other ends are flanged and bolted
to the sliding tubular rod (K) arranged longitudinally with the side pf, and
beneath the footboard of the carriage.
Said rod (K) is shewn supported by guide pulleys (L) (L) and (L³) carried
by brackets such as (M) (M) and (M³) secured to the under side of the carriage.
For each door I secure to said rod (K) the double incline planes (N) and (N¹)
which are situated so as to raise or lower the latch releasing and lock operating
spindle (O).
Said planes are engaged by a roller (P) (see Figures 1 and 5*) carried by the
pin of the joint (Q) formed upon the lower end of said spindle (O). To said
sliding tubular rod (K) are fastened two split collars (R) and (R) to which are
connected the spiral springs (S) and (S) or other equivalent flexible connection.
The other ends of said springs are suitably secured to the outer end of an arm (T)
attached rigidly to a vertical arm (U) termed "the door arm" secured to and
projected downwardly from the hanging stile of the door (V).
Said door arm is supported by a bracket (W) projected from the under frame
of the carriage. (X) is the door frame or casement in which is cut a vertical groove
to receive the before mentioned vertical spindle (0) to which is attached the
projection (Y) provided with an incline plane (Z). This plane acts upon the

page_text: spring latch such as that known as Hobbs Patent latch and which is at present
used upon carriage doors so that the latch may be released when the spindle (0)
is raised. To the upper portion of said spindle (0) is an obtuse angled slot
(Fig. 5).
The lock before mentioned is situated in a recess formed in the door casement
or frame as shewn in Figures 6 and 7 and is comprised of the vertical plate (c)
in which is made the rectangular shaped slot (d) through which passes the sliding
bolt (e) termed "the lock releasing bolt" which can be moved either into or out
of a keeper secured to or in the door casement (X). In conjunction with said
plate (c) is made an ear (f) having a horizontal groove (9) to receive a flat
headed pin (h) which is free to slide either inwardly or outwardly with the said
lock releasing bolt (e) and against said pin (h) bears the upper end of the flat
spring (i) the lower end of which is attached to said plate. Said lock releasing
bolt (e) is arranged in contact with the double tee shaped swing piece comprised of the
parts (k) (k) () and (m). The two parts lettered (k) and (2) are supported by
the two staple bearings, (") and (n) which are fixed within the recess provided in
the door casement (X). The part (1) of said tee swing piece engages the obtuse
angle shaped slot (6) of the spindle (o).
The main controlling valve of the mechanism is arranged in the wooden box (o)
situated in the guard's van. It consists of the following parts:
A valve body (p) having a tapered bore and four passage ways two of which
are lettered (2) and (g) and two (92) and (7). There are five pipes (r) (μl) (x²), (3)
and (5) connected to the sockets (4) of said valve body (p) the pipe lettered (r)
communicates with a reservoir of compressed air and the pipe (1) communicates
with the beforementioned cylinder (A) whilst the pipe (2) is used to allow of
the exhaust of air from said cylinder (A) and the other pipe (3) comes from an
ordinary class of reducing valve, shewn at Figure 12 which is supplied with
compressed air obtained from the aforesaid reservoir through the branch pipe (5).
The most suitable reservoir is that which is used with the air pump of the well
known Westinghouse Automatic brake apparatus.
In lieu of using the reservoir of the said brake apparatus I may fix a reservoir
to and underneath one of the carriages and keep it sufficiently charged with
compressed air by means of an ordinary air pump operated by means of an
eccentric secured to one of the carriage axles.
(s) is the valve plug having two passage ways (t) (t) which communicate with
the aforesaid passage ways (9) (9) (2) and (3) and also with the pipes (r) (r) (3)
and (3) the latter communicating with the said reducing valve shewn at Figure 12,
through branch pipe ().
(u) is the stem of said valve plug (s).
(e) is a short spiral compression spring situated between the largest end of said
plug (s) and the gland (w) of said body (p).
In conjunction with said main valve (Figures 10 and 11) is employed a quadrant
plate (r) which is attached to the outside face of said box (o).
In said quadrant plate (r) Fig. 11 is a slot (y) in which is fixed an adjustable
stud (2). (z) is a handle secured to said valve plug stem (u) and set so that it
can be moved across the face of said quadrant plate (r). Upon the face of said
quadrant plate (a) are marked four positions namely:
(1) Doors open.
(2) Main valve neutral.
73) Doors closed.
(4) Doors locked.
In connection with said main controlling valve I arrange several parts that will
orate the mechanism and cause the doors to be either locked or unlocked.
For
(4) Doors locked.
In connection with said main controlling valve I arrange several parts that will
parate the mechanism and cause the doors to be either locked or unlocked. For
his purpose an L-shaped arm (a) is pivoted to the bracket (a2) projected from
he box (o).
The vertically inclined member of this arm (a) is slotted to receive the reduced
nd of the finger piece (61) securely fixed at right angles to the vertical rod (62).

page_text: Against the horizontal member of said arm (a¹) is placed the inner end of the
button (22) and the curved spring (c¹) secured to and projected from said box (o).
(c) is a fixed collar upon said vertical rod (b) and (¹) is a loose collar upon
same. (d) is a spiral spring. (e) is a slotted quadrant. (e) is a pin for connecting
said rod (6) with the quadrant. (f) is a bracket to which one end of said
quadrant is pivoted. (f) is a stud projected from the vertical member (g) of
the clamp (9) secured to aforesaid sliding tubular rod (K).
It may be here explained that there are two main controlling valves arranged
one for each side of the carriages and each valve is provided with its aforesaid
adjuncts so that the mechanism including the main controlling valve will be
alike for each side of the carriages.
The indicator forming part of my invention is placed in each compartment and
is affixed upon each door casement. Said Indicator consists of a wooden
casing (A) with which are arranged two metal rollers (B) and (B) made square
in transverse section to carry an endless band (C) consisting of metal links. This
band has printed upon its outer surface the names of the different stopping
stations along the line and between each name there is a blank link. To one of
said rollers is secured a ratchet wheel (C2) the teeth of which pass into the slot (D)
formed in the rear portion of the casing (A) and engage the shortest of the two
finger pieces (D) and (D3) jointed to the upper end of the before mentioned
spindle (O). (E) is a pivoted arm. (E3) is a spiral spring connected to said
arm (E) and also to the stud (G). (G2) is a signal bell. (H) is a bridge arranged
to keep the band (C) close to the opening (H) in the casing. (I) is a flat spring
arranged to allow the ratchet wheel (C) to pass as also to prevent its backward
rotation.
I wish it to be here understood that by the employment of my controlling
valve the Guard must first lock the doors before the mechanism will open them.
In order that the opening, closing, and locking of the carriage doors may be
clearly understood I will describe the operation and action of the mechanism
with regard to one door, as the modus operandi and effect are the same for a
number of doors.
I will first describe the process of locking and indicating names of stations as
both may be effected simultaneously. The handle (1) attached to plug (S) of the
controlling valve (p) is moved across the quadrant (a) to position marked 4. This
movement allows the air to pass from the reservoir (which will probably be com-
pressed to about 30lbs. to square inch) through pipe (r) to the reducing valve
from thence through pipe (r) and passage (1) and (t) of plug (s) thence through
pipe () to cylinder (A), the piston (B) will thus be moved. The distance of the
travel of the piston (B), necessary for locking the doors and indicating stations,
is regulated by the pressure from the reducing valve; thus, if it is found that a
pressure of 12lbs. to the square inch is necessary to move the piston (B) against
the spring (E) to the position to lock and indicate, the reducing valve will be
set accordingly.
The movement of the piston (B) is communicated by the duplex arm (J) to the
sliding rod (K) which causes the vertical spindle (0) to rise on the incline (N)
to about half its height, the obtuse angle shaped slot (b) at the top of spindle (0)
will thus have moved so as to have its apex opposite the stem (1) of the double
tee-shaped swing piece this necessarily forces the bolt (e) out to its furthest
extent into a keeper in the door, the same movement of spindle (0) causes the
finger piece (D3) to move the ratchet whee! (C) of the indicator thus displaying
the name of the station and (D3) to ring the signal bell (G2). We will now suppose
a train so locked and indicated has arrived at a station. In order to unlock,
unlatch and open the doors the handle (2) would be moved across the quadrant (a)
to position 1 this allows the full air pressure to pass direct from the reservoir
through pipe (r) of the main valve through passage (t) of plug (s) and pipe (r)
to cylinder (A) this higher pressure causes piston (B) to complete its full stroke
at the same time compressing spring (E) consequently the incline (N) of the

page_text: sliding rod (K) will in the course of the full movement, have raised the spindle (0)
to the top of the incline (N) which position causes the incline (Z) on spindle (O) to
throw back the spring latch of the door at the same time the obtuse angle-shaped
slot (6) near the top of spindle (0) will have moved upwardly bringing the stem (4)
of the tee-shaped swing piece and with it the lock bolt (e) to their original
unlocked or normal position the spring (S) is by this time in tension consequently
as soon as the lock and latch are released the tension on door-arm (T) brings the
door clear of the door pillar and then follows the movement of the sliding rod (K)
by means of door-arm (T) and spring (S) until the finish of the opening move-
ment when the door will be open at right angles. In order to close the doors
the handle (2) of the valve plug (s) is moved in position No. 3 on quadrant (*),
this closes the passage of the air from the reservoir through pipe (r) and from
reducing valve through pipe (3) but allows the air from the cylinder (A) to
escape through pipe (1) passage (t) of plug (s) and exhaust pipe (2) to the
atmosphere. This allows spring (E) which was compressed by the previous move-
ment to force back the piston (B) in resuming is original tension. In this
return or closing motion the spiral spring (S) is slackened while spring (S)
assumes tension and is so arranged that when the mechanism is at rest there
is sufficient tension to bring the door well home over the latch plate. It will
easily be seen that in the closing action the locks and latches will be in such a
position as not to prevent the door closing.
Owing to the flexible connections of the door arm (T) to the sliding rod (K)
injuries to persons attempting to leave the car whilst the doors are being closed,
will be prevented as the door would simply give way since its connections to the
operation mechanism is by spring and not rigid connections.
I may here explain that in lieu of using an incline plane (N) with a straight
face I may form at or about the mid length portion of said plane (N) a horizontal
offset or flat seat which would run towards the other plane (N). This varied
form of plane (N) would serve to allow of the spindle (0) operating irrespective
of any play or loss of tension that may at any time occur in the spring (E).
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what I
claim is:
Firstly. The combination and arrangement of the adjustable piston rod (B)
with the duplex arm (J), horizontal sliding rod (K) and the spiral tension.
Spring (E) contained within the casing (H), as hereinbefore described, and as
illustrated in my drawings, and for the purposes specified.
Secondly. The combination and arrangement of the horizontal sliding rod (K)
with the double incline planes (N) (N) spiral springs (S) and (S), arm (T)
door arm (U), roller (P), and vertical spindle (0), as hereinbefore described, and
as illustrated in my drawings and for the purposes specified.
Thirdly. The combination and arrangement with the vertical spindle (0) of
the projection (Y) having an incline plane (Z) and adjustable plate (a) in con-
junction with the V shaped lug (b), vertical plate (c) grooved ear (f), sliding
bolt (e), pin (h), spring (2), and tee piece (k), (), (m), as hereinbefore described
and as illustrated in my drawings and for the purposes specified.
Fourthly. The combination and arrangement of the pivoted L shaped arm (a¹),
spring (c), finger piece (6), vertical rod (62), spiral spring (2), slotted quadrant (el),
and horizontal sliding rod (K), as hereinbefore described and as illustrated in
my drawings and for the purposes specified.
Fifthly. The combination and arrangement of a reducing valve (Figure 12)
and the main controlling valve (Figures 10 and 11) with the mechanism herein-
before described and as illustrated in the accompanying sheets of drawings for the
purpose of opening closing and locking doors of railway carriages.
Sixthly. The combination of the indicator Figures 13, 14 and 15, the mechanism
for opening closing and locking doors of railway carriages as hereinbefore described

page_text: and as illustrated in the accompanying sheets of drawings, main controlling
valve Figures 10 and 11 and the reducing valve Figure 12.
Dated this 21st day of October 1896.
BOULT & WADE,
Agents for the Applicant