US1460382A - Door engine control - Google Patents

Description

L WUQESZ L. P. HYNES DOOR ENGINE CONTROL July 3, 1923.

Filed Feb. 28 1920 2 Sheets-Sheet 1 L. P. HYNES DOOR ENGINE CONTROL Filed Feb. 28 1920 2 Sheets- Sheet 2 h/ Q. pf

m FEET S Patented duty 3, 1%23.

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LEE IE. HYNES, OF ALBANY, NEW YORK, ASSIGNOR TO CONSOLIDATED GAR-HEATING COMPANY, OF ALBANY, NEW YORK, A CORPORATION OF WEST VIRGINIA.

DOOR ENGINE CONTROL.

Application filed February 28, 1920. Serial No. 362,163.

to the following specification and to the ac' .companying drawings forming a part thereof, wherein- Fig. l is a diagram of my System. Fig. 2 shows a modification thereof, and Figs. 3 and 4 illustrate the external train line.

My invention relates to the simultaneous operation from one local point of all the doors throughout a train of two or more cars. The operation of car doors by motors,

-particularly pneumatic motors, has long been customary, and while in many cases each door has its own individual control by a more or less distant valve-handle or electrical push-button, it has long been old to employ one push-button for two or more tion.

doors in one car, and also to extend train wires through two or more cars of a train so that one man can open or close the doors of the entire train from one local control sta In such cases the control circuits of each individual door have been connected to the common train line, so that the pushing of one control button has the same effect as the pushing of all the control buttons of the j several motors.

My invention consists, principally in the provision of a local and external train line at each station where the trains stop, which train line can be utilized in turn by each train when it is in the station. That will enable one man to open or close the doors of the entire train or some fraction thereof, either from inside the train or from outside of it, e. g. by a doorman standing on the station platform. By thismeans, I avoid the large expense of installing a train line in every one of the cars on the road and also avoid the provision of jumpers to connect from car to car. Moreover, for various desirable results, it is necessary to have several P. HYNES, a citiwiring necessary to interconnect the train line with each set of door circuits must be duplicated in every car. By my system the train wire, orv wires need be installed at the stations only and the equipment required in each car is merely a small trolley contact that engages the overhead'suspended train wlre as the car enters the station. The power required is small, being usually supplied by a battery, so that but a low voltage and a small trolley and Wire are required. Moreover, it is of advantage to have only those doors operated which are on cars that are in the station and beside the platform. By my device the cars which have not reached the station platform remain out of connection with the overhead train line and their doors are not opened although the doors on the leading cars which have reached the platform can be opened and the passengers from the rear cars will pass out through them onto the platform. In the drawings, I have illustrated, in a simple, diagrammatic form, the essential features of my system.

In Fig. 1, A and E represent the two wires of my outside train line at a station. Preferably, I place them over the cars as shown in Figs. 3 and 4-, and provide on each car two small trolley contacts X and Y, which, as the car comes into the station, engage the respective overhead wires A and B. The drawing shows the wiring for three cars, but as they are alike I will refer merely to the wires in the middle car of the three. From the trolleys X. and Y, lines a and 6 lead to the car wires A and B which eX- tend through the car to three doors at the points 1, 2, and 3. At each door the magnet which works the motor valves for doorclosing is indicated at C and the one which works the motor valves for door-opening is indicated at O Suchtwo magnets are provided for each motor, but the arrangements for enabling thecoils to control the door, form no part of my present invention and are not shown herein; they may be of any description, various arrangements for that purpose being well known. All of the magnets C are connected to the car wire A and, by the wire a, and trolley X, to the outside train wire A. Similarly all of; the magnets O are connected to car wire B and, by wire I) and trolley Y, to the train wire B. Between each pair of magnets is a ground connection Gr. Obviously, if the train wire A, or the corresponding car wire A which we may regard as the closing side of the system, is connected at any point to one terminal of a battery whose opposite terminal is grounded, the current from the battery will flow simultaneously through all of the magnets C to ground and cause the closing of all the doors. Likewise, if the battery is connected to wires B and B forming the opening side of the system, all of the magnets O will be energized and cause the simultaneous opening of all the doors. I have shown two points or stations on the car, viz, R and S, at which such battery connections can sometimes be established. At each of these stations the nongrounded terminal of battery 10 is connected to one of the two terminals in each of the push-buttons C and O, the other two terminals being connected respectively to the aforesaid closing and opening sides of the wiring system. If button O is pressed, the battery current flows to the closing side of the system and all of the magnets C respond to start the motors for closing the doors. If button 0 is pressed the opening side of the system will be energized and all of the magnets O will respond to cause the opening of the doors. On the station platform, I have shown a similar operating station T by which the station battery 10 may be applied to the wiring system to either open or close all the doors of the train simultaneously. By this means, one designated person can, from any one of these stations R, S, or T, operate the doors of the entire train. For example, the station B may be in the vestibule of the car and a train-man may operate the doors; and the station S may be on the outside of the car so that a guard on the station platform may do it; while the station T may be on a pillar on the platform several feet away from the train, so that the guard can see that the doorways are clear before closing the doors. In any case the operating station will be locked by a key in a well known way so that the buttons can only be pushed by an authorized person; that has long been customary in the art.

It should described system of train-door operation does not preclude the operation of indi vidual doors in the way now customary. Thus, in Fig. 2, the buttons at stations U and Z will produce train operation in the way I have described, but at station V the train connection passes through the back he understood that the above stops of the buttons O and C so that, if those buttons are not pressed, the door they pertain to will be operated together with the others in the train group. But that back-stop connection is broken when either of the buttons is pressed and the front-stop connection, which is established by pressing eithelof the buttons, will only energize the magnet O or C of the one door to which they pertain. Thus while the door can .be operated in the train group, just like the others, yet it can also be operated individually without affecting any other door. One or more of the buttons in a car may be provided with such a back-stop break to sever them from the train system for individual operation. All of the doors may, if desired, be thus equipped for individual operation, and special stations as at U and Z, be arranged on each of the several cars for operation of the train group. Or a single station on each car may be equipped like station V, with back-stop breaks, such station being on the outside of the car, so that if the car or train is'in the train yard or elsewhere away from an outside train-line, the car can be entered by opening the doors from the outside.

In Fig. 2, I have also shown the outside train line divided into sections, so that only a part of the train doors may be opened or closed as a group. In this case, the aforesaid wires A and B constitute one section and the wires J and K the next adjoining section of the train line. The buttons at T operate, as heretofore described, the doors in wires A and B, while the buttons at station W operate simultaneously the doors of both sections, and obviously, the arrangement at station T might be duplicated but applied to wires J and K to operate only the doors.

on that section. Other combinations of the fundamental features above set forth may be employed.

In the foregoing description, the door circuits referred to are preferably those for one side of the car which would naturally be those on the platform side of the train. The door-circuits for the other side of the train have separate trolley-contacts X and Y Thus by properly locating the train wires A and B at each station, only the doors on the platform side of the train will be operated at the respective stations.

hat I claim as new and desire to secure by Letters Patent is: 1

1. The combination with the door-operating circuits on two or more cars of a train, of a local external train line extending along the said two or more cars and contacts connecting the said train line with the said circuits.

2. The combination with the door operating circuits on two or more cars of a train of a local external train line extending along the said two or more cars and adapted to be used by several trains in succession, and contacts for connecting therewith the door operating circuits on succeeding trains.

8. The combination with the door-open ating circuits on two or more cars of a train, of an external train line extending along the said two or more cars, contacts for connecting therewith the door-operating cir cuits on the train, and contacts for con necting said train line with a source of electrical supply.

4. The combination with the door-operating circuits on two or more cars of a train, of an external train line extending along the said two or more cars, contacts for connecting therewith the said door-operating circuits, and contacts outside of the train for connecting said train line with a source of electrical supply.

5. The combination with the door-operating circuits on two or more cars of a train, of an external train line extending along the said two or more cars, contacts for connecting therewith thesaid door-operating cir cuits, a source of electrical supply external to the train, and means for connecting said train line and the said external source of supply.

6. The combination with the door-operating circuits on two or more cars of a train,

each divided into two parts for door open-- ing and door closing respectively, of two external train wires, contacts connecting the respective train wires with the door-opening and the door-closing parts of said door-operating circuits, and contacts for connecting either of said train wires at will, to a source of electrical supply.

7. The combination with the door-open ating circuits on two or more cars of a train, of an external train line extending along the said two or more cars, local to a station of the railway, and contacts on the several cars connected to the said circuits and engaging the said train line when the train is at the station, and contacts for conmeeting said train line at will with a source of electrical supply.

8. The combination with two or more door-closing circuits on each of two or more cars of a train, of a car circuit on each car connecting the said door-closing circuits on that car and provided with a contact device. and an external train wire engaged by said contact device, said train wire extending along the said two or more cars, and means for connecting said train wire at will to a source of electrical supply.

9. The combination with two sets of dooronerating circuits one for each of the two sides of the train, of contact devices for the respective sets, an external train line at a station located so as to engage the contact device "pertaining to the set on the station side of the train, said train line being of a length approximately corresponding to the length of the train, a source of electrical supply for said train line, and means for connecting said source of supply through the said train line to the set of door-operating circuits which is put in communication with the train line by the contact device.

10. The combination with the door-operating circuits in two or more cars of a train andmeans for connecting said circuits with a source of electrical supply, of a train line divided in sections each section being connected to a portion of the several door-operating circuits of the train, and means for connecting each train-line section at will with a source of electrical supply independently of the first mentioned connecting mes.

11. The combination with the door-opcrating circuits on two or more cars of a train and means for connecting said circuits with a source of electrical supply, of an external station train line divided in sections and means at the station for connect ing said sectionsindividually to a source of electrical supply independently of the first mentioned connecting lines.

12. The combination with the door-operating circuits in two or more cars of a train and means for connecting said circuits with a source of electrical supply, of a train line located at a station for connecting the several circuits and means for connecting an individual circuit to the source of supply separately from the other circuits.

13. The combination with the door-opcrating circuits in two or more cars of a train, of a train, line normally connecting said circuits, contacts for connecting said train line at will to a source of electrical supply and contacts at an individual dooroperating circuit for. disconnecting it from' the train line and connecting it to a source of electrical supply separately from the other door-operating circuits.

14. The combination with the door-opcrating circuits on two or more cars of a train, of a local train line normally connecting said circuits, means for connecting said train line at will with a source of electrical supply, and circuit-breaking contacts in the connection between an individual door-operating circuit and the said train line which contacts are operated by the switch that connects said individual door operating circuit to a source of electrical supply.

15. The combination with two or more door-operating circuits on two or more cars of a train, of a single external conductor extending along the said two or more cars and engaged by contact devices l6. The combination with two or more. door-operating clrcuits. on different. cars of a train ofa single localconductor outside of the cars, contact devices for connecting said clrcuits with said conductor, and acircuit controller on the train for energizing. the said circuits through the sald con-.

ductor.

17.\The combination with two or more door-operating devices on difierent carsrof a train, of a-single local external conductor extending along the two or more cars containingsaid devices, contact means for connecting the said operating devices to the said localconductor inmultiple, and means for energizing all of the operating devices through the said conductor.

18. The combination with two or more door-operating circuits-0n two or more cars of a train, of. a normally continuous-outside conductor local to a station, contact devices on the several cars connecting the said circuits together in multiple through the said conductor," and means for" simultaneously energizing v the said circuits through said conductor.

Signed at New York, county ofNew York,

. State of'New York, this 26th dayjofFebruary, 1920;

LEE P. HYNES;

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