Improved Arrangement for Bolting and Unbolting Railway Carriage, Doors from the Guard's Van.
Year: 1897

page_text: Date of Application, 23rd Jan., 1897
Complete Specification Left, 10th Apr., 1897-Accepted, 19th June, 1897
PROVISIONAL SPECIFICATION.
Improved Arrangement for Bolting and Unbolting Railway Carriage,
Doors from the Guard's Van.
I, DAVID HEITON REA, of Croft Cottage, Uddingston, N.B. Commercial.
Traveller, do hereby declare the nature of this invention to be as follows:-
This invention relates to an improved arrangement for bolting and unbolting
railway carriage doors from the guard's van, and has for its object to prevent the
doors being opened by the passengers until the train has come to a standstill.
In carrying out my invention I apply a cylinder at the one end of each carriage;
the said cylinder having within it a piston and rod by means of which, if steam is
employed, a rod passing along the side of the carriage is given a motion of partial
rotation which motion of the rod causes bolts to be thrown into and out of
connection with the carriage doors.
}
In their normal position the bolts will be in the doors but when the guard or
engine driver desires to allow the doors to be opened by the passengers, he puts
the mechanism into operation and causes the bolts to be withdrawn. The piston of
the cylinder may be operated in a similar manner to that in which the ordinary air:
brake is applied. The piston rod may be connected to the rod which goes along
the side of the carriage by any convenient means such as by providing the end of
the rod with an arm which is connected by a link or other convenient means to the
end of the piston rod. Thus by depressing or raising the arm, under the influence
of the steam pressure or compressed air, a motion of partial rotation is given to the
carriage rod; and in order to operate the bolts, the rod has fixed on it another
short arm which is linked or connected to the end of the bolt which passes into the
bottom of the door and so bolts the door; and of course by reversing the motion
the bolt is withdrawn. The said carriage rod and its connections may be fixed at
the side of the carriage framing or below it according to whatever is most suitable:
for the particular construction of the carriage.
:
A similar arrangement is provided at the opposite side of the carriage, the same
piston and rod working both of the carriage rods or the one rod at the one side of..
the carriage may be thrown out of gear by any convenient means while the other
rod is capable of being operated.
1.1
0-11 of Tanuary 1897.
JOHNSONS,
115 St. Vincent Street, Glasgow, Petitioner's Agents.
COMPLETE SPECIFICATION.
Improved Arrangement. for Bolting and Unbolting Railway Carriage
Doors from the Guard's Van.
I, DAVID HEITON REA of Croft Cottage Uddingston, in the County of
Lanark, North Britain, Commercial Traveller, 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 :-
This invention relates to an improved arrangement for bolting and unbolting

page_text: railway carriage doors from the guards van, or locomotive engine, and has for its
object to prevent the doors being opened by the passengers until the train has
come to a standstill.
In carrying out my invention, I apply a cylinder at the one end of each carriage,
the said cylinder having within it a piston and rod by means of which, if steam is
employed, a rod passing along the side, top or bottom of the carriage is given a
motion of partial rotation, which rotation of the rod causes bolts to be thrown into
and out of connection with the carriage doors.
In their normal position the bolts will be in. the doors but when the-guard or
engine driver desires to allow the doors to be opened by the passengers he puts the
mechanism into operation and causes the bolts to be withdrawn. The piston of the
cylinder may be operated in a similar manner to that in which the ordinary air
brake is applied. The piston rod may be connected to the rod which goes along
the side of the carriage by any convenient means such as by providing the end of
the rod with an arm which is connected by a link or other convenient means to the
end of the piston rod. Thus by depressing or raising the arm under the influence
of the steam pressure or compressed air, a motion of partial rotation is given to the
carriage rod, and in order to operate the bolts, the rod has fixed on it another
short arm which is linked or connected to the end of the bolt which passes into the
bottom or top of the door and so bolts the door; and of course by reversing the
motion the bolt is withdrawn. The said carriage rod and its connections may be
fixed at the side, top or bottom, of the carriage framing or below it, according to
whatever is most suitable for the particular construction of the carriage.
A similar arrangement is provided at the opposite side of the carriage, the same
pistou and rod working both of the carriage rods, or the one rod at the one side of
the carriage may be thrown out of gear by any convenient means while the other
rod is capable of being operated.
In order that my invention may be properly understood and readily carried into
effect I have hereunto. appended one explanatory sheet of drawings in the several
figures of which correspondingly are marked with the same letters of reference.
Figure 1 is a general view drawn in perspective of a railway carriage embodying
my improvements.
:
Figure 2 is a part vertical section of a carriage roof and door to which my
invention is applied.
Figure 3 is a part elevation and part vertical section of my invention applied to
the underside of the carriage, and
Figure 4 is a modification of Figure 1 with reference to piston rod and bell-
crank levers working from the bottom of the carriage all hereafter more fully
referred to.
The invention consists in the application of a cylinder A, which may be a steam,
compressed air or vacuum cylinder to one or both gables of the railway carriage B.
The cylinder A is supplied with the usual piston and piston rod C, which is
connected by a system of bell-crank levers D, to a pair of rocking bars E, placed
longitudinally, as shewn in full lines along the opposite sides of the roof of the
carriage B, or as shewn in dotted lines near to the foot board of the said carriage.
The motion of partial rotation imparted to the said rocking bars E is commu-
nicated to the wypers F mounted thereon immediately above the carriage doors G,
which motion is converted into a rectilinear motion by the vertical bolts H.
As the piston rod C rises by the pressure of steam or air led to it by the pipe a,
(reference being had. to the full lines Figure 1) the rocking bars E is axially
rotated in the direction indicated by the arrows, which operation forces the bolts H,
into the recesses 1, cut in the top of the door G.. The position shewn in the figure
is the locked position..
It will be seen in Figure 2 that the working position of the bolt H is such that
when the door is unlocked the said bolt H never comes out of the slot provided for·
its free working in the roof of the carriage.
Any known arrangement of links or curved slots or their equivalents, may be

page_text: employed to convert the rotary motion of the wypers F, into the rectilinear motion
required by the bolts H.
Referring to Figure 3 (which represents the cylinder A¹, placed transversely
along the bottom of the carriage), the rocking bar E, is operated by the single
bell crank lever D' connected directly to the piston rod C¹.
When it is desired to employ this arrangement for the locking and unlocking of
the carriage doors G, at the top, in the manner described with reference to
Figures 1 and 2, the bell crank lever D' is suitably bent to allow of the lever H¹
being carried vertically up the side of the gables of the carriage, and by the short
link D' operate the working bar E, in the manner shewn by the dotted lines in
Figure 3.
In lieu of connecting the end of the piston rod C to the bell crank levers D, it
may be connected in a manner illustrated in dotted lines Figure 4, which consists
of two short pivoted levers d, which imparts a form of parallel motion to the
levers D².
The air reservoirs, valves etc. as with the Westinghouse brake are below the
carriage, but I have learned that it might be possible to utilize the same reservoirs
as are now used for the brake to supply my cylinder with the necessary air to work
the bolts and connections, thus reducing the expense somewhat of fitting, as I had
originally intended having separate air reservoirs fitted to work my improved
bolting apparatus, but of course separate supply pipes, valves etc. would be
necessary. If this same reservoir arrangement were found practicable then it
would be necessary to charge only one set of reservoirs throughout the train with
air from the engine, instead of two.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed I declare that what I
claim is.-
The general arrangement and combination of parts for the locking and unlocking
of railway carriage doors operating substantially as hereinbefore described, and
illustrated on the accompanying drawings.
Dated this 9th day of April 1897.
DAVID HETTON KEA,
Applicant.