US1874483A - Door operating mechanism - Google Patents

Description

Aug. 30, 1932. p, R FQRMAN 1,874,483

' DOOR OPERATING MECHANISM Filed Jan. 29, 1931 6 Sheets-Sheet l INVENTOR POPE R FBrrnan BY his ATTORNEY d-g fib Aug. 30, 1932.

DOOR OPERATING MECHANISM Filed Jan. 29, 1931 6 Sheets-Sheet 2 t I NVENTOR Paris R. F6 rm a n P. R. FORMAN 1,874,483

Aug. 30, 1932. P, R. FORMAN DOOR OPERATING MECHANISM Filed Jan. 29, 1931 6 Sheets-Sheet 3 I INVENTOR Paris R Fa Aug. 30, 1932. P. R. FORMAN DOOR OPERATING MECHANISM Filed Jan. 29, 1931 6 Sheets-Sheet 4 INVENTOR Paris R. For-man.

BY M'sATToRNEYs.

Aug.- 30, 1932. P. R. FORMAN DOOR OPERATING MECHANISM 29,. 1931 6 Sheets-Sheet s INVENTOR f ur/ 6 R firmer: BY i J% ATT RNEY Filed Jan.

Aug. 30, 1932- P. R. FORMAN noon OPERATING MECHANISM Filed Jan. 29, 1931 :6 Sheets-Sheet 6 wow INVENTOR Her/s Afb m n A'ITO NEY6.

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Patented Aug. 30, 1932 -N:Tsm st res? m caries BABES R; FORIJIAN, 0F RAHWA'Y, NEW JERSE'Y,1 ASSIGNO-R TO NATIOhTAL PfiE'U'MLA'iIC COMPANY, OF NEW YORK, N. Y., A CORPORATION OF VIRGINIA noon ornnariue MEcHANisi/r Application filed January 29, asst. Serial no: 511,952)

This invention relates in general to' a-pparatus and circuits by means of which: the poweroperated doors of vehicles can be opened and closed.

One of theobjects of this invention is the provision of apparatus and control Circuits by means of which the doors on-a side of a car or cars may be controlled from several points on the car or cars and whichanechani sm requires in some of its operatlons the insertions of a key by an authorized person before the apparatus can beoperated'.

A further object of t'his'inventi'on is the provision of a switch mechanism for use in these circuits which is partially controlled by means ofai key.

A still further object or this invention is the provision of a. switch which is operated manually to sheet closing of the doors which switch when released snaps back to a normal position in which it is locked and from which it cannot be moved for controlof tliecircults until the proper key is inserted.

These and many other objects, as will appeartrom' the following disclosure, are secured by means of this invention;

This invention resides substantially in the combination, construction, arrangement, relative location of partsgand circuital connections, all as will be described ingreater detail hereinafter.

Referring to the drawings- Figure 1 is a front outside'elevational VIEW of the switch ofthis invention;

Fig. 2' is a cross-sectional view on thellne 2 2 of Fig. 1';

Fig; 3 isan enlarged'tront elevational' new of the switch with the cover, a portion thereof being broken away;

Fig. 4 is an enlarged outside detail elevational view e Fig. 5*is a developedview of the contacton' the drum of the switch;

Fig. 6 is a diagrammatic view of theconnections of the apparatus employing this switch as applied to a single car;

Figs. 7, Sand 9 are diagrammatic illus-' trations of the switch positions of a form of this switch as applied to a single'car;

Figs.- and 10 taken to-getherprovide a d-i'agrannnatic illustration of the circuit corrfleet-ions of this invention as applied to two cars; and

Figs. 1-1, I2 and l3are diagrammatic illustrations of the positions of the drum switches employed for grouping the circuits of this invention for multiple unitcontrol.

This invention will be d'e's'crihetl in detail in-c'onnect-ion with the drawings fromwhich' its nature and operation will best be under stood. As-show-n in Figs; 1' and 2 the switchcomprises a base-plate 11 over which fits a cover 1 having a raised central portion 2t'o providea-housingfortheparts.- This'raised portion-2 s provided with a proj ecting' hood 3' in which are located buttons 4- and 5 for operating switches within the casing. At 6 isa removable plate which is'provided with a' keyhole 7 This plate forms part of the cover portion 2. Screws 8 L are provided for securing the cover 1' to" the base-plate l ly Screws 9 are provided for mounting the complete structure on any suitable support, 10 represents the handle by means of which the switch mechanism is oper'ateclin part,- or in a counter-clockwise direction.

Referring; to Fig: 2 it is noted that the raised portion 2 of the cover is pir-ovided with internally projecting bosses 10 in-Which the push buttons slide. The boss is so formed and the push-buttons are soformed as to provide recesses within which springs 11 are i provided for resisting depression of thebuttons. Secured to for movement with the buttons arecontact strips 12; At 15" is a standard secured to the bas pmeon which is secured a block of insulating material 14-. Secured to this insulating block in spaced relation arethe contacts 18 arrangedin align-- ment with the contact strip'12. The switches controlled by both push buttons l and 5 are the same in construction. When' either push button is depressed its spring is'compr'essed and the contact strip l2controlled thereby is moved to-bridging position with respect to the fixed contacts 13 to complete circuits con nected thereto.

At 16 is afbracket'havinga'transverse bar 17' which is secured to the base-plate by means of-screws 17". The other end of bracket 16 isprovided with a ring-shaped member 18. Secured to each side of the bracket are blocks of insulating material 19 which have two right angled parallel walls of insulatin material 20. Secured on the right hand hick 19 (see Fig. 3 in connection with Fig. 2) are three contact fingers 21, 22, and

the resilient reaction of the springs,

, At 26 is a shaftwhich is journaled in the base-plate at one end and which is provided atthe other end with a disc 33 rotatably suported in the ring 18. Mounted on shaft 26 or rotation therewith is a drum of insulating material 27 upon which is supported a contact plate 28. The shape of the contact plate isshown inFig. 5 indeveloprnent, although when applied to the drum is assumes a curved form. Secured to shaft 26 for rotation therewith isa short arm 29 which is mounted so 6 that in its movement it engages with the Vertically slidable rod 30. This rod is slidably supported in bearing 31 and a hole in the bar 17. This rod is encircled by a spring 32 which lies against bar 17 and collar 31 which is secured to rod 30. Thus, when arm 29 engages rod and pushes it upwardly, it does soagainst the reaction. of spring 32. At 37 is a stop secured to the base-plate to limit, by its engagement with arm 29, the clockwise rotation of shaft 26 and drum 27 Disc 33 is generally circular in outline and is rotatively supported within ring 18. As stated above, this disc is secured to the forward .end of shaft 26 and performs, as one 1 function, a support therefor. The shaft 26 is square and fits into a square central opening in the disc to effect continued rotation. This disc is also cut away on the lines 39, as shown. r

Secured to the disc is a projecting pin 38 which has a function to he described later. Disc 33 is provided for a limited portion on its periphery with a groove 40 which extends completely acrossits thickness. A

complementary, but slightly longer groove 41 is cut in ring 18, which groove does not extend all the way through the thickness of the ring, as is clear from the drawings. with in a suitably shaped hole in disc 33. with the,

axis of the hole parallel to the sides of the disc, is a pin 42 which projects beyond the edge 39 and is provided with a head 43. Secured'to the periphery of ring 18 is a long spring 44 which is provided at its free end with a pin 45- which projects through ring 18 and contacts with the rounded end of pin 42. As is clear from Fig. 3, the pin or lug 45, s

Whether or not the lug is in locking position,

disc 33 maybe given counter-clockwise rotation.

Referring to Figs. 2 and 4, it will be seen that the circular plate 6 secured to the face of the raised portion 2 of the cover is providedwith asemi-circular integralring ortion which holds the plate 6 in space relation with the portion 2 of the cover. The

central portion of disc 6 projects inwardly,

as shown at 53, in; conical form. This comcal portion is cut awayto provide the key-- hole 7. The plate 46, which is formed integralfwiththe handle 10, is provided with two arcuate portions 51 and 52 (Fig. 4) which have an external diameter approximately the same as-the internal diameter of the opening in the casing projection 2. These arcuate lugs form a centering. and rotating surface forthe arm 10 and its integral late 46 so thatall of these parts may be revo ved. The plate 46 is cut away centrally so that the conical central portion 53 of the outer disc 6' projects therethrough. The lugs 51 and 52 are on a circle indicated by the dotted lines 61 in Fig. 4. The conical portion 53, which projects through plate 46, terminates along the dotted line in Fig. 2. Lug 38 on disc 33 lies between the arcuate lugs 51 and 52 so as to be in their path of movement. Thus when the handle 10 is moved to the right (Fig. 4) the right hand end oflug 52 engages the pin 38 and causes disc 33, drum 27 and arm 29 to rotate in a counter-clockwise direction against the resistance of spring 32.

When a proper key is inserted in keyhole 7 and the key is rotated clockwise the tongue of the key bears against pin 42 and thus forces lock 45 out of the path of disc 33. A

further clockwise rotation of the key rotates disc 33, shaft 26, and drum 27 from their normal position until arm 29 (Fig. 2) strikes the stop 37. For purposes of description the position to which drum 27 has been rotated is referred to as the second position. The key can then be withdrawn without causing any rotation of'disc 33. The arts will remain in this second position until returned by application of force to handle 10. When force is applied to handle 10 its integral lock 52 bears against pin 38 and thus causes disc 33, drum, 27, and arm 29 to rotate counter-clockwise. When this rotation has proceeded in .a counter-clockwise direction to the normal position, pin .45 under the pressure of spring 44 drops into groove 40 and disc 33 and thus prevents clockwise rotation of disc 33, drum 2?, and arm 29 until a. proper key has again been used. The said counter-clockwise rotation can be carried further by the application of force to handle 10 though such further rotation is yieldingly opposed by rod 30 and spring 32 bearing on arm 29. The full counter-clockwise movement of handle 10, disc 33, and drum 27. is reached when arm 29 is stopped by striking bearing 31 which is integral with the base 11. This position of drum 2? and the handle 10 is hereinafter referred to as the third position 01 the switch.

The pressure of spring 32 on rod 30 and against arm 29 is such as to rotate in a clockwise direction arm 29, drum 2'7, disc 33, and handle 10 when pressure released from handle 10 until this rotation is stopped by disc 33 striking pin T5. The travel of rod 30 and spring 32 is limited by collar 31' striking bearing 31 but suflicient travel is provided so that disc is held against pin 45 thus keeping drum 2. in its normal position until pin 45 is forced out of the path of disc 33 as above described or until pressure is applied to handle 10 in a counter-clockwise direction. It is apparent that handle 10 may be used to rotate disc 33 and drum 27 from the normal position to the third position without the use of a key.

A feature of the construction as herein described is that as bracket 16, insulating blocks 19, contact fingers 21, 22, 23, 3 3 and 36, shaft 26, drum 27, the contact piece on drum 27 and the disc 33 as well as block 14 and cont-acts 13 are carried by base 11, the cover 1 may be removed from the switch without distorting the connections to the contacts, the alignment of the shaft 26 and disc 33 in the supporting bearings on the base-plate and in ring 18, he alignment of drum 27 with respect to the contact finger, or the positions of the drum 2? as determined by stops 37,45 and 31.

The removal of the cover carries with it as a unit assembly the push buttons 4 and 5, the escutcheon plate and the operating handle.

The circuits and apparatus used in connection with the above described switch, and circuits for one car have been set forth diagrammatically in Fig. 6. The outline of the vehicle, to which the invention can be applied, is shown at 70. This vehicle is provided in the usual manner with a plurality of doorways, not shown, on each side of the car which doorways have movable doors, likewise not shown. These movable doors are operated by means of motor devices which are shown in the drawings as pneumatic motors 71 and 7 2. The motor 71 is provided with magnet valves 73 and Ti, and motor 72 is provided with magnet valves 75 and 6. Magnet valves 73 and 76 are the magnet valves which control the closing op erations of the motors, and magnet valves 7 1- and 75 control the opening operations of the motors.

The fluid pressure motors, indicated diagrammatically in the drawings, form no part of this invention but may be of a number of well known constructions. Briefly, they comprise cylinders having two connected pistons movable therein. When the pistons move in one direction fluid pressure is being admitted to one end of the engine and exhausted from the other, and when moving in the opposite direction, fluid pressure is admitted to the previously exhausted cylinder and the other cylinder is exhausting to the atmosphere.

The magnet valves are, likewise, known in many forms and'are of such construction that when energized they supply fluid pressure to the cylinder to which they are connected, and when deenergized open the cylinder to which they are connected to atmosphere. Thus magnet valve 7 3 when energized supplies fluid pressure to the left hand end of engine 71, while magnet valve 74, which is not energized, permits exhaust of fluid pressure from the right hand end of this motor. One terminal of each of the magnet valves'is grounded as shown. The other terminal of each of magnet valves 7 3 and 74 is connected to wires 81 and 79, respectively. The other ends of these wires are connected to contacts of a suitable switch, such as push button switches which have been indicated at 78 and 80. The other terminals of each of these switches are connected together and connected to wire 77 which, in turn, leads to the positive side of the current source. Thus, assuming the door is closed, when push button switch 78 is closed current flows through the winding of the magnet valve 74 energizing it so as to supply fluid pressure to the right hand end of the engine 71 to cause it to open the door. The other end of this engine is open to exhaust through magnet valve 73 which is deenergized. Like operations occur to close the door when push button 80 is closed.

The switch described in Figs. 1 to 5, inclusive is shown at each end of the car. this point it is noted that the circuits for the doors on one side of the car only are shown and for two motors only. Of course the parts can be duplicated for any number of motors and the parts shown are duplicated complete for the doors on the other side of the car. Thus there will be four of these switches, two on each end of each ear. The drum of each switch is indicated diagrammatically at 27 and at 28 is shown the contact plate mounted thereon. This plate is of the shape shown in Fig. 5. 21, 22 and 23, and 35, 36 and 37 are the spring fingers of the switch which are motmted to contact with plate 28 to establish various connections when the drum 27 is retated. These various connections are indicated in Figs. 7, 8 and 9. Spring finger 22 of the left hand switch is connected by wire 91 to wire 81." Spring finger 21 of the left hand switch is connected by wire90 to one of the contacts of push buttonswitch 89 at the other end of the car. The other contact of this switch is connected by wire 88 to wire 83 which runs to the positive side of the current source. Spring finger 23 is connected to spring finger and to wire 82, which likewise connects to the positive side of the current source. Spring finger 37 of the left hand switch is connected by wire 92 to oneof the contacts of push button 93. The other contact of this push button is connected by wire 94 to wire 79.

Spring finger 36 is connected by wire 95 to one terminal of push button switch 96. The other terminal of this push button switch is connected by wire 97 and wire 100 to one terminal of magnet valve 75, the other terminal of which is grounded. Wire 97 also connects to one terminal of push button switch 98. The other terminal of this switch is con nected by wire 99 to spring finger 37 of the right hand switch. VVire 82 is connected by wire 84 to one terminal of pushbutton switch 85. The other terminal of this switch isconnected by wire 86 to spring finger 21 of the right hand switch. Wire 79 is connected by wire 104 to one terminal of push button switch 103. The other terminal 'of this switch is connected by wire 102 to spring finger 36 of the right hand switch. Vire 83 is connected to spring fingers 35 and 23. Spring finger 22 of the right hand switch is connected by wire 87 to one terminal of ma net valve 7 6, the other terminal of which is grounded. I It is pointed out that push button switches 93, 96, 98 and 103 are the push button switches corresponding to the buttons 4 and 5 of Figs. 1 and 2. It has already been pointed out how push button switches 78 and may be used. to operate the motor 71 which is adjacent the guards position. In other words, these switches merely provide a convenient auXiliary arrangement whereby the guard may opcrate the motor of the doors adjacent his position independently of the rest of the'system and of all. the other motors and doors on the car or on the cars of the unit which be controls. 7

Push button is provided so that the i guard may close the non-adjacent door of his car to his right from a position where he can observe the door. Similarly push button 89 is provided'so that the guard may close the non-adj acent door in his car to his left if he-be at the right hand end of the car. WVhere the guard controls the doors of a number of cars to each side of him then, of course, a push button 85 and a push button 89. will be avail; able at his station between or at the ends of the two cars at the inner ends of the roups which. he controls. In this case push utton 85 will close all the non-adjacent doors of all the cars of the group to, his right and push button 89 will close all the non-adjacent doors I of the group to hisleft. This will appear in more detail in connection with Figs- 10 and 10. Thus, when the operator closes push button switch 85 current flows from the positive side of the current source through wires 82, 84, switch 85, wire 86, spring finger 21,

contact plate 28, spring finger 22, wire 87,

and through the magnet valve to ground. If

the doorconnected to motor 72 is open it can what is known as the normal or locked position. As shown diagrammatically in Fig. 7, the drum 27 is then in the position where contact plate'28 interconnects spring fingers 21 and 22 only. With respect to Fig. 1, for ex ample, the locked position of the drum switch is that position which that switch normally assumes after it has been moved counterclockwise from the second or unlocked position to or past the position where pin 45 drops into notch 40 of disc 33. At this time the switch is locked, as already described, so that disc 33 and drum 28 cannot be moved clockwise from the normal position until the disc 33 is unlocked with the proper key. It can be moved to the right against spring. 32 but if pressure is not being applied to it it is in its normally locked position, at which time the closing operations with switches 85 and 89 can be carried out.

When the guard desires to effect opening and closing operations of the doors from his normal position, which is assumed for this discussion to be the left hand end of the car, he inserts a key into the drum switch. It is to be remembered that the other drum switch or drum switches, it there are a number of cars under his control, are in the locked position (Fig. 7). He inserts the key in keyhole 7, and gives it a clockwise rotation. The lug on the key engages the head 43 (Fig. 3) pushing pin 42 in so as to move lock 45 out of the path of disc 33. A further clockwise rotation of the key rotates disc 33, shaft 26, and drum 27 to the second or unlocked position of the drum switch (Fig. 8) in which position spring fingers 35, 36 and 37 are interconnected; He then returns his key to its original position and withdraws it from the switch. The drum remains in operated position. Push button switches 93 and 96 are now in control of the circuits so that all the motors on that side of the car may be energized to open the doors. By closing push button switch93 current flows from the positive side of the current source through wire 83 to spring finger 35, through contact plate 28, to contact finger 37. Currentthen flows through wire .92, switch 93,. wire 9i, and wire 79 to magnet valve 74:. This valve is energized and fluid pressure is supplied to motor 7-1-to cause the opening of the doors connected thereto. Similarly the closing of push button switch 96 causes current to flow through wire 95, wire 97, wire 100 and magnet valve 7 5causing motor 7 2 to open the nonadjacent door. After the doors have been opened as-described,the drum switch maybe left in the second position or returned to normal position as desired by the train guard without efiecting the closing of the doors.

When it is desired to close the doors the procedureis for the car guard to close the non-adjacent doors first for in so doing he must look along his train at these doors and the adjacent door is left open to facilitate this. The non-adj acent doors are closed from push button 85 as already described. The guard then returns to the handle 10 of the control switch and rotates this counter-clockwise until the arm 29 of this switch and with it shaft 26 and drum 27 are stopped by bearing 31. This is the third or adjacent door closed position of this switch as shown in Fig. 9 so that spring fingers 22 and 23 are interconnected. Current then flows from the positive side of the current source through wire 82 to spring finger 23 to energize contact plate 28. Current then flows through spring finger 22,'wire 91, and wire 81, to magnet valve 7 3. Fluid pressure is then supplied :to the other sideof the engine so that motor 71 closes the door. In this third position of the drum switch arm 29 is in engagement with rod 30 and has moved it upwardly compressing spring 32. As soon as the ad-' jacent door starts to close the guard may release lever 10 and then lever 10, drum 27 shaft .26, and arm 29 snap back to normal position under the influence of spring 32.

It may be well to point out here that switches and 89 are placed in such a position on the car that the guard in order to reach and operate them will be in a position where he can look down the side of the car and :observe whether the doorways are clear. The position of the drum switch isnot so important and hence can either be adjacent the push button switches 85 and 89 or at some other point. The main requirement is that the push button switches 85 and 89 which control the closing of the. non-adjacent doors be placed so that the guard is in a position to observe the doors along the side of the car. Independent controls as shown by switches 78 and 80 are located in the motormans cab so that the motorman may open and close the door adjacent "his position. He may, likewise, close the door at the other end of the car, if it should be open, by operating switch 85. He can open the doors at both ends of the car by unlocking the drum switch and rotating it to the position shown in Fig. 8. He may close the door adjacent his station by rotating the drum switch to the position shownin Fig. 9. Finally, he may close the door at the other end of the car by closing switch 85.

The invention as applied to two cars will now be described in considerable detail in connection with Figs. 10 and 10 which are to be taken together, and Figs. 7, 8 and 9 and Figs. 11,12 and 13. The purpose of describing the application of this invention to two or more cars is to illustrate the adaptability thereof employing the principles of multiple unit control as now well known in this art. By suitably arranging the circuits on the cars and providing for the interconnection of these circuits between adjacent carsit is possible to breakup thesedoor control circuits employing the principles of this invention to adapt them for use on a train comprising any desired number of units composed of any desired number .of cars. To do this additional switches which are disclosed in this instance as drum switches, are provided to interconnect the circuits of the cars. These drum switches have three positions which may be termed the on, 0E and through positions. The normal practice is to have the door guard control the doors of a number of cars to his right and to his left. For example, he may control the doors of two cars to his right and two cars to his left. In this case his control station will be at the adjacent ends of the two innermost cars of the group. At this position the drum switches are in the on position as indicated in Fig. 11. The drum switches at the adjacent ends of the two cars to his right and the two cars to his left are in the through position as indicated in Fig. 13. Drum switch 123" (Fig. 10) differs from drum drum switch 123 (Figs. 10 and 13) only in the relative position of the shorter contact. This is because these switches are at opposite ends of the cars and the shortercontact is shifted as shown to preserve the symmetry. The drum switches at the far end of the second car to his right and the far end of the second car to his left are in the off position as indicated in Fig. 12. It is believed that this description is suiiicient since the use of such switches for connecting the door control circuits of prior known systems to adapt them for multiple unit control are well known. 7

Referring now to Figs. 10 and 10 there are shown the connections for the circuits of this invention for two cars '70 and 70. It

will be assumed that the cars are moving Too from left to right and that the guard stationedis at the upper left hand corner of car 7 He will thus control from that position all the doors on the left hand side of the train with respect'to his direction of motion, which cars'will be to'his right. If desired a similar up will be under his control and extend to fii s left. I It is hardly necessary to point out that hemay control the doors of any number ofcars of a group to his right and if desired of a similar group to his left. Car 7 0? is provided with the fluid pressure actuated engines 71' and 72". It is, of course, understood that the invention'is not limited to the number of engines which may be controlled since as many engines for as many doors as desired may be added into the circuits in an obvious mannerr Engine 71 is provided withthe opening and closing electromagnet valves 74 and 73 and engine 7 2 is provided with the opening;and closing magnet valves 7 5 and 76. .Theseva'lves when energized and deenergized control the admission and exhaust of fluid pressure to theengines in the manner already'deseribed in the connection with these devicesin Fig. 6. One terminal of the windingofeachof the solenoids of these valves is grounded as indicated. The other terminal of the winding of valve 7 3 is connected by wire 81" ,to two fixed spaced contacts. In a similar manner the other terminal of the solenoid winding of'magnet valve 74 is connected by wire79 to two fixed spaced contacts. One of the fixed contacts of each of these groups is connected to a wire 7 7 which leads to the positive side of the current source. The other fixed contact of push button switch 80 is connected a wire 120 to spring finger 22. \At each end of the car is provided a 'drum switchof the type already described and denoted by 27'i an 27 b respectively. Of course there are supplied similar switches for the doors on the other side of the car which doors' have not been shown for the sake of simplicity. The other terminal of push button switch 78is connected by wire 137 to a fixed terminal of push button switch 93.

Push button switches 7 8 and 80' are the motormans auxiliary switches which have already been described and are mounted in his cab so that he may open and close the door adjacent tohis station. These switches differ from the corresponding switches 78 and 80of the system of Fig. 6 in that they have both front andback contacts. In their normal position they interconnect thefront contacts and when they are moved to interconmet the back contactsthey close circuits to operate the motor to open and close the door. Wire 137 is connected by wire 136 to spring finger 135. of a second drum switch 123. Spring finger 23 is connected to the positive side of the current source by wire 82 and by wire 84 to one of the contacts of push button switch 85. The other contact of this switch is connected by wire 121 to spring finger 122. Spring finger 21'- is connected to wire 124 which extends through the car to the other end. Spring finger is connected to wire 82". Spring finger 37is connected by wire 139 to the other contact of push button switch 93. Spring finger 36 is connected by wire 138 to one contact of push button switch 96. The other contact of this switch is connected to wire 134 which extends'through the car to the other end thereof. Wire 134 is connected by Wire 133 to spring finger 132. Spring fingers 129 and 127 are connected by wires 130 and 128 respectively, to a coupling plug 137 to eflfect an interconnection between the circuits, as will be described later, with the next car through a similar plug. Wire 124 is connected by wire 125 tospring finger 126. It should be noted that drum switches 123, 123, 123*, and 123 are all similar, being provided with a single rotatable drum and six fixed spring fingers arranged in groups of three. These switches have three positions as indicated in Figs. 11, 12 and 13." It is not necessary to describe the construction of these switches since they are well known'in many forms in the prior art. I 5

" At the other end of car 70 is equipment similar to that already described. It will be referred to in detail, however, since the parts have been given different reference numerals in order to aid in tracing circuits. The engrounded' terminal of thewinding of magnet valve 7 6 is connected by wire 120" to'spring finger 22". Likewise the engrounded terminal of magnet winding 75 is connected by wire 136 to spring finger 135". Wire 136" is connected by wire 137 to one terminal of push button switch 98. Wire 134 is connected to one terminal of push button switch 103* and by wire 140 to spring finger 132". Wire 124 is connected by wire 125" to spring finger 126. Spring finger 122 is connected by wire 121 to one terminal of push button switch 89. The other terminal of this switch is connected by wire 88 to the wire 83 connected to the positive side of the current source and to sprmg fingers 35" and 23*. Spring finger 37 b is connected by wire 99 to the other terminal of push button switch 98". Spring finger 36 is connected by wire 102" to the other terminal of push button switch 103*. Spring fingers 129' and 127 are connected by wires 130 and 128 to the plug 137. I

Similar connections are set up in Fig. 10 for car 7 0 and similar parts have been given the same reference numeral with a different exponent to aid in tracing the circuits. It is not believed necessary, however, to describe the various connections in Fig. 10 since they are exactly the same as those in Fig.10. The control switches 27 and 27 27 and 27" are exactly the same and are in the position, that is, the normal or locked position at which I being adjacent the guard station.

' rent t irough wire 130 newness time the doors areassumed to be closed to provide a starting point from which to describe the circuits. The interconnecting plugs 13'? and 137?.are joined so that the .ircuits on the two cars are ready for the properinterconnection by the appropriate setting oi switches 123,123, 123", and 128. Thus switch 123 isshown in the on position Switches 123 and 123 are shown in the through position to continue the circuits through from car Y O" .to 70 so that the one guard may control all the doors on one side of both cars. Switch 123 is in the off position thus terminatingthc guards control at the right hand end of car t course all the interconnecting plugs 137 for the whole train are connected and the circuits of the train may be divided up by s vches 123 to provide any desired number 01 units composed of any desired number of cars with regard .to door control.

To open the doors the guard'inserts his KEY into keyhole T0 of switch 2'? at his station and rotates the drum in a clockwise direction as already described to move it to the second or unlocked position when connections will be established as indicated in Fig. 8. This wire 82 on all of spring ringers gfi aand 87. He then closes push button switch'tti causing current to flow from spring finger 36 through wire 138, switch 96 wire 13%, vire 140, spring finger 132 Contact HP, spring finger 135 wire 136 and through the winding of magnet valve to ground. This valve being energized admits fiuid pressure to engine 7.2 to cause it to open the door connected thereto. Spring finger 129 also being connected to contact 14:1 delivers curconnectors 13?, and 137 to wire 130 and spring finger 129. Currentthen flows on through contact 141 to spring finger 135 wire 136" normally closed push button 78 wire 79 and through the winding of magnet valve 74 to ground. Thus motor 71 opens its-door. Current also flows from t puts current from spring finger 1232 so wire 133 wire 134, wire 1e0 spring finger 132, contact 141, *pring finger 135, and wire 136 to the winding of magnet valve 75 to ground. This causes motor 72 to open its door. Thus by tie closing of push button switch 96 with control switch 27 in unlocked position the guard from his station may open all the non adjacent doors und his control. The .010- sure of push button switch 93* causes current to flow from spring finger 3'? hrough Wire 1239, switch 93 wire 13?, normally closed switch 78*, wire 19 and through the winding of magnet valve 'Zi to ground. Thus member 'Z-l opens the door adjacent the guard. It is to be remembered that drum ias been moved to the unlocked position in which position it remains even though the keyis removed. The other drums 27, 27, and 27 1O permits spring 32 to move drum are in the locked position as indicated in the drawings and in Fig. 7. I

After the doors have been opened as described the drum switch may be left in its second position to which it has beenactuated to eiiect the opening of the non-adjacent doors or returned to normal'locked position as desired without effecting the closing of any of the. doors. When he desires to close the doors he must move over to switch and .close it. Current then flows from wire through wire ar push button switch 85, wire 121, spring finger 122, contact 141-, spring finger 126, wire 125, wire 124:, spring finger 21 contact 28*, spring finger 22, wire and through the winding of magnet valve 76 to ground. Motor 72 then closes the door connected thereto. Current also flows from wire 124 through wire 125,

spring finger 126 contact 141 spring finger 127 wire 128 plug connectors 137 and 137 wire 128*, spring finger 127 contact lell spring finger 12% wire 125 wire 124, spring finger 21, contact 28 spring finger 22, wire 120", normally closed push button 80", wire 81 and through the winding of magnet valve 73 to ground. Motor .7 1 then closes its door. Current also flows through wire 12% to spring finger 21, contact 28 spring finger 22 and wire 120 to the winding in magnet valve 76 and ground. Engine 72 then closes its door. This the closing of switch 85 causes the motors ofthe nonadjacent doors to operate themto closed position.

The guard closes his adjacent door by rotat-ing handle 10 of his switch in a counterclockwise direction as already described so that drum 27 assumes its third position, that is, adjacent door closed position, as shown in Fig. '9. Current then flows from wire '82 to spring finger 23, contact 28, spring fin er 22, wire 120, normally closed switch 80, wire 81 and through the winding of magnet valve 7 to ground.

to to closed position. The release of handle 27 to normal locked position as shown in Fig. 7. The doors are now all closed. It will be remembered that switches Y8 and 80 and the corresponding switches on each of the cars are provided so that any car may constitute the head-end of the train with the switches in the motormans cab so that he can without affecting any of the. other doors on the train open and close the door adjacent to his cabin when he desires.

From the above description it will be seen that first the door opening function is locked against its use by unauthorized persons; sec end, that the guard may unlock the door con trol drum switch adjacent his station and then withdraw his key without causing the doors to open. He may then open the non- Motor 71 then movesthe adjacent door connected thereadjacent doors by closing his switch 96and the adjacent door by closing his switch 93; third, he can only open his doors after the control switch has been unlocked; fourth, he may open his adjacent door without opening the non-adjacent doors or, vice versa, depending upon which of the switches 96 and 93* he closes; fifth, he may open all the doors under his control to his right and/or left by the operation of both of these switches;

sixth, that after his non-adjacent doors have been opened he must proceed to switch 85 which is so located that he can observe these doors while 0 erating the switch in order to close them. t is pointed out that if he is controlling the doors of a unit to his left he will also have to close switch 89 for this purpose- Seventh, his adjacent door cannot be closed until his drum switch has been returned to locked position; eighth, when he releases the handle 10 after closing his adjacent door it returns to a normal position automatically which is the locked position. Thus he is insured that his control switch will be in locked position after he closes his adjacent door. Ninth, thejhandle 10 may be moved from normal locked position to the third position to close the adjacent door without the use of a key.

From the above it will'be apparent that when his drum switch is in any position other than the second or unlocked position the control switch for the adjacent door is electrically disconnected from the control switch for the non-adjacent door so that should anyone operate both of these switches at some control location remote from and other than that of the guard while the latter is operating one of his control switches the operation of both switches remote from the guard will not permit a back-up circuit to open doors which the guard does not wish opened.

From the above description it will be apparent-that this invention resides in certain principles of construction and operation which may be embodied in other physical forms and I do not, therefore, desire to be strictly limited to this disclosure given for purposes of illustrating these principles, but rather to the scope of the appended claims. What I seek to secure by United States Letters Patent is: r

1. In a system of the type described, the combination comprising a plurality of motive devices, electro-magnetic means for controlling the operation of said motive devices, a key released door switch releasable by a key for movement in one direction, a manual switch, and circuits including said electro-magnetic means, door control switch and manual switch, whereby the motive devices can be operated in one direction upon key release of the door control switch and operation of the manual switch and in the opposite direction upon .movement of the control switch in the opposite direction.

2. In a door control system of the type described, the combination comprising at least two motive devices, magnetic means for controlling the operation of the motive devices, a key released control switch, manual switches, and circuits including the control switch and the manual switches, said control switch operable upon kev release to one position to partially complete circuits to the mo tive devices for operation in door opening direction and freely operable to. another position to cause one of the motive devices to operate in the door closing direction, said manual switches completing circuits to cause the motive devices to operate'in door opening direction. I 3. In a system of the type described, the combination comprising at least two motive devices, magnetic means for controlling the operation of the motive devices, two key releasable control switches, three manual switches, and circuits including said mag-t netic means, said control switches and said manual switches, the operation of either of said control switches upon key releaseto one position partially completing the circuits to said magnetic means, one of said manual switches being operable to finally energize the magnetic means to cause one of the motive devices to operate in one direction, another of said manual switches being operable to finally energize the "magn means to cause the other motive device to operate in one direction, thethird manual switch being operable to energize the magnetic means to cause one of the motive devices to operate in the opposite direction and either of said control switches being freely operable to another position to energize said magnetic means to move theother of the motive devices in the opposite direction. 7 I

4. In a system of the type described for operating the doors of a vehicle, the combination comprising a motive device at each end of the vehicle for operating the doors thereof, magnetic means for controlling the operation of the motive devices, circuits for said magnetic means including a key releasable control switch and manual switches, said control switch being operable upon key release to one position to partially complete the circuits to the magnetic means, certain of I said manual SWJtChGS being operable to cometic a,

other of the motive devices to operate the associated doors to closed position.

5. In a system of the type described for operating the doors of vehicles, the combination-comprising two motive devices for operating the vehicle doors, magnetic means for controlling the operation or" the motive devices, and circuits for said magnetic means including two key controlled switches, one for each end of the car, and two manual switches, the operation of either of: the key controlled switches upon release by a key to one position partially completing circuits to said magnetic means to cause the motive devices to open the doors when the manual switches are closed, and said key controlled switches being operable to another position to energize the magnetic means to cause the motive devices to close the door adjacent the particular key controlled switch which has been actuated.

6. In a system of the type described for operating the doors of vehicles, the combination comprising two motive devices, magnetlc means for controlling the operation of the motive devices, circuits for said magnetic means including a control switch at one end of the car, two manual switches at the same end of the car and a third manual switch, :C-aid control switch being operable to two positions from a normal position, one to partially complete circuits to the magnetic means, to cause both motive devices to open the door, when the manual switches at that end of the car are closed, and to the other position to cause one of the motive devices to close one of the doors, said third manual switch being actuatable to cause the other motive device to close its doors when the control switch is in normal position.

7 In a system of the type described for opcrating the doors of vehicles, the combination comprising two motive devices, magnetic means for controlling the operation of the motive devices in either direction, circuits for said magnetic means including a control switch and manual switches, said control switch being operable to one position to partially close circuits to cause the motive devices to open the doors when the manual sw tches are closed, and movable to another position to cause one of the motive devices to close the doors connected thereto, another of said manual switches being actuatable when said control switch is in a third position to cause the other motive device to close its doors.

8. In a system of the type described for operating the loors of vehicles, the combination comprising two motive devices for operating the doors, magnetic means for controlling the operation of the motive devlces in either direction, circuits for said magnetic means including a control switch and two manual swtches, said control switchin one position in conjunction with both oi? said for each set of doors, one motive device beingadjacent a control point and the other motive device being at a distance from the-control point, magnetic means for operating the motive devices in either direction, a three position control switch at the control point, three manual switches at the control point and circuits including said magnetic means, control switch, and manual switches, said control switch in its first'and normal position disconnecting the manual switches from said magnetic means, the control switch in its-second position partially completing circuits to the magnetic means which are completed upon closing two of the manual switches to cause the motive means to open thedoorsattached thereto, the control switch when moved to its third position completing circuits to cause the motive device adjacent the control point to close its door, and the closing of the third manualswitch completing circuits to the mag-, netic means to cause the doors remote from the control point to close their doors.

10. In a system of the type'described for controlling the doors on anumber of vehicles comprising a train, the combination comprising motive devices for operatingthe doors on each of the vehicles,magnetic meansv for'con trolling the operation of the motive devices.

in either direction, a control'switch'at a control point, three manual switches at thecontrol point and circuits including the magnetic means, the control switch and the manual switches, the control switch beingoperable in one position to partially complete the cir-' cuits to the magnetic means, oneof said manual switches finally completing the circuits to the magnetic means. of all the motive devices remote from the control point to cause the doors to open, another of the manual switches being operable to complete the circuits to the magnetic means of the motive device adjacent the control point to cause the door thereat to open, the third manual switch being operable to complete circuits to the magnetic means to cause all the motive devices remote from the control point to close the doors and the control switch being operable to another position to cause the motive device of the adjacent door to close its door.

11. In the combination of claim 10 a control switch on each of the cars for carrying out said operations from different control points.

12. In the combination of claim 10 control andmanual switches on each of the cars for carrying out said operations at difierent control points a 113. In a system of the type described for para-ting the doors of vehicles, the combination comprising two motive devices, magnetic meansfor controlling the operation of the motive devices, circuits for said magnet {Q means including a control switch at each end of the car and three manual switches at each end of the car, each of the control switches being opera-ble to two positions, to one position to partially complete circuits to the magnetic meanstocause both motive devices to open the doors when two of the manual switches at thatend ofthe'car are closed, and to the other position tocause one of the motive devices to close one of the doors, the third manual switch atthe same endof the car being actuabie to Y cause the other motive device to close its d or I :14. In a system of the type described, the combination comprising a series of electricallycontrolled door operating motive devices, means including a control switch operable to two positions from a normal position for con trolling said motivedevices a plurality of manual switches and control circuits including all of said switches for controlling said electrically controlled motive devices, whereby said control switch is movable to one posi t on to, partially complete the control circuits, one of said manual switches being then operable to cause all of the motive devices, except one, tooperate in one direction, an-

other-of said manual switches being operable to cause the other motive device to operate I in one direction, said control switch being operable to-another position to cause all of the motivedevicesbut the excepted one to operate in the opposite direction, and said excepted motor being operable in the opposite, direction by another of the manual switches when the control switch is in normalposition.

lntestimony whereof I have hereunto set V myhand on this 13th day of January, A. D.

. PAR-IS R. FORMAN.

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