the Doors of Railway Trains.
Year: 1898

page_text: the Doors of Railway Trains.
I, GEORGE TANDY, of 26, Bewdley Street, Kidderminster, in the County of
Worcester, Bootmaker, do hereby declare the nature of my said invention to be
as follows:-
The object of my invention is improvements in the mode and means for lock-
ing or securing the doors of railway trains so that passengers cannot open the
doors unless they are first released by the guard from his compartment.
According to my invention I mount a rod, tube or bar along each side of the
train and above the top of the doors of the carriages. To this rod or tube are
attached lever mechanism at intervals or above each carriage door for operating
a lock or latch on or near the door part of each compartment door. The afore-
said rod, tube or bar is caused to rock by the action of a lever provided in the
guards compartment or in more than one guards compartment.
The guards lever is connected with the rocking rod, tube or bar by a short
arm and crank, so that as the guard pulls the lever over one way the motion
transmitted to the rocking shaft, causes it to give a downward thrust to a lever
connected with the locking arrangement provided near each carriage door
which comprises a secondary arm and a tilting latch or lock. The movement
of the first lever imparted to the arm causes the latch to tilt or turn about its
pivot so that it prevents the carriage doors from being opened from the inside.
When the guard pulls his lever back thereby reversing the action of the
mechanism all the doors are unlocked simultaneously. The rocking tube is
connected between the carriages by a special connection which permits of the
train running round curves and also allows for oscillation of the carriages. The
connection consists of two forked and slotted connecting pieces, which are
secured or otherwise secured to the rocking tube and held together by a bolt
passing through the slots.

page_text: Improvements in the Mode and Means for Locking or Securing
the Doors of Railway Trains.
I, GEORGE TANDY, of 26, Bewdley Street, Kidderminster, in the County of
Worcester, Bootmaker, do hereby declare the nature of my said invention and in
what manner the same is to be performed to be particularly described and ascer-
tained in and by the following statement:-
--
The object of my invention is improvements in the mode and means for lock-
ing or securing the doors of railway trains so that passengers cannot open the
doors unless they are first released by the guard from his compartment:-
According to my invention I mount a rod tube or bar along each side of the
train and above the top of the doors of the carriages. To this rod or tube are
attached lever mechanism at intervals or above each carriage door for operating
a lock or latch on or near the door post of each compartment door. The afore-
said rod, tube or bar is caused to rock by the action of a lever provided in the
guards compartment or in more than one guards compartment.
This guards lever is connected with the rocking rod tube or bar by a short
arm and crank so that as the guard pulls the lever over one way the motion
transmitted to the rocking shaft causes it to give a downward thrust to a lever
connected with the locking arrangement provided near each carriage door and
which comprises a secondary arm and a tilting latch or lock. The movement
of the first lever imparted to the arm causes the latch to tilt or turn about its
pivot so that it prevents the carriage doors from being opened from the inside.
when the guard pulls his lever back thereby reversing the action. of the
mechanism all the doors are unlocked simultaneously. The rocking tube is
connected between the carriages by a special connection which permits of the
train running round curves and also allows for oscillation of the carriages. The
connection consists of two forked and slotted connecting pieces which are
screwed or otherwise secured to the rocking tube and held together by a bolt
passing through the slots.
In order that my invention may be clearly understood and more easily carried
into practical effect I have appended hereunto two double sized sheets of draw-
ings upon which I have illustrated examples of my improved means for locking
railway carriage doors.
Figure 1 is a front elevation shewing portions of two railway coaches fitted
with my locking arrangement.
Figure 2 is a cross sectional view taken through the line -y of Figure 1
shewing the lever in the guards compartment for operating the locking
mechanism.
Figure 3 is an enlarged end view shewing one of the brackets for supporting
the rod or tube B and one of the levers for operating the bolt or catch.
Figure 4 is a front view of the bracket shewn at Figure 3.
Figure 5 is an enlarged front view of one of the levers for operating the bolt
or catch.
Figure 6 is an enlarged part sectional elevation of my arrangement for
coupling or uniting the end of the rods or tubes B on to different coaches.
Figure 7 is a plan view shewing a portion of the coupling arrangement shewn
at Figure 6.
Figure 8 is an enlarged view shewing a modified form of bracket for support-
ing the rods or tubes B.
Figure 9 is a perspective view of the loose collar ³.

page_text: In carrying my invention into practice I mount the rod tube or bar B along
each side of the coaches A above the top of the carriage doors a¹. These rods
or tubes B are supported by the bearings or brackets 61 attached to the sides of
the coaches the upper part 63 which is made adjustable so as to regulate the
height of the rods B. Fixed to the rods B opposite the door of each compart-
ment by the clip 63 or its equivalent is the short arm 64 and pivoted to this arm
is the cranked lever D or its equivalent the lower end of which is hinged or
pivoted to one end of the connecting link d, the other end being pivoted to the
end of the catch E or its equivalent which catch is pivoted at e to the side of
the coach. Also fixed to the rod B is the arm or lever f¹ or its equivalent pivoted
at its lower end to one end of the connecting link for its equivalent the other
end of this connecting link being pivoted to one end of the lever F or its equiva-
lent which works upon the pivot f³ fixed to the partition in the interior of the
guards compartment as shewn at Figure 2. It will thus be seen that when the
lever F is pulled towards the left that it will push the arm or lever f¹ outwards
thereby causing the rod B to turn in its bearings which action lifts the cranked
levers D thus raising the end e¹ of the catch E by which means the said catch is
lowered allowing the door of the compartment to be opened.
In order to connect the rods B on one coach to the rods on the next coach I
provide the coupling H which coupling consists of the fork pieces h¹ and h² which
fit into one another as shewn at Figure 6. The pin h³ which connects these
fork pieces together passes through the slots which are provided in each fork
piece so as to allow the coupling free sliding action as well as a pivoting action.
This coupling H is pivoted at the ends to the couplings J the ends j¹ of which
fit into the ends of the rods or tubes B, the collar being provided so as to form
a stop for preventing them from going too far into the tubes. Before the
collar is fixed onto the end ¹ the loose collar 3 is fitted thereon and when the
end is fitted into the tube so as to allow the fixed collar 2 to butt against the
end of the tube B this loose collar 3 is fixed to the tube B by the set screws j
or their equivalents which pass through holes formed in the extending piece
a detail view of which is shewn at Figure 9. The coupling J is held in the
tube B by the cotter 6 which passes through a hole formed in the end j¹ as
clearly shewn at Figure 6. To uncouple the rods B on the one coach from the
rods on the other coach, the pin h³ is withdrawn thus releasing the fork pieces h¹
and h² which then swing down on the pivots of the couplings J. It will thus be
seen that when the cotter jo is withdrawn & the tubes B are turned in their
bearing when operating the catches that the coupling J and the half of the
coupling H which is attached thereto will not revolve or turn with the tube B
as this tube then turns freely on the end of the coupling J.
At Figure 8 I have shewn a modified form of bracket for supporting the tubes
or rods B. In this case I fit the portion 62 which forms the support proper loosely
in the brackets 65 and 66 and fitted around the part 62 between these brackets is
the spiral spring S which is provided for the purpose of allowing the, rods B more
freedom. The bracket b is formed with a slot or elongated hole for the por-
tion 62 to pass through and the spring s which is fixed to this bracket bears
against this part 62 so as to allow the said part 2 a certain amount of lateral
movement.
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:-
CLAIMS.

page_text: end being connected to a catch such as E or its equivalent the whole being
operated from the interior of the guards compartment by lever mechanism such
as fand for their equivalents in the manner substantially as herein set
forth and as shewn upon the drawings.
Second. Connecting or uniting the ends of the tubes, bars or rods B by
couplings such as H and J the ends of the said coupling J fitting into the ends
of the tubes B and held therein by a loose collar such as with its extension
piece in the manner and for the purpose substantially as herein set forth and
as shewn upon the accompanying drawings at Figures 1, 6, 7 and 9.
Third. Operating or controlling the mechanism for locking or securing the
doors of railway carriages which forms the subject of the first claim from the
interior of the guards compartment substantially as herein set forth and as shewn
upon the drawings.
1
VILIS
OL
GEORGE TANDY.
By George Barker,
Fellow of The Chartered Institute of Patent Agents,
Agent for Applicant, 77, Colmore Row, Birmingham.