US 3438148 A
Abstract available in
Claims available in
Description (OCR text may contain errors)
April 15, 1969 J, LYNN ET AL 3,438,148
'DOOR OPERATOR Filed. Nov. e, 1967 Sheet of 6 FIG! ROBERT J. LYNN KRlSTUPAS DAUQRDAS 1 iNVENTORS l ATTO RNEY April 15, 1969 R. J. LYNN ET AL DOOR OPERATOR Sheet Z of6 Filed Nov. 6, 1967 INVE NTORS ROBERT J. LYNN KRISTUPAS DAUGIRDAS BY h AW?!" ATTORNEY April 15, 1969 LYNN ET AL DOOR OPERATOR Sheet Filed Nov. 6, 1967 INVENTORS ROBERT J. LYN N KRISTUPAS DAUGIRDAS BY mm A. wit! ATTORNEY April 15, 1969 Filed Nov. 6, 1967 R. J. LYNN ET AL DOOR OPERATOR Sheet of 6 FIGS INVENTORS ROBERT J. LYNN KRISTUPAS DAUGIRDAS ATTORNEY R. J. LYNN ET April 15, 1969 DOOR OPERATOR Filed Nov.
I INVENTORS ROBERT J LYNN KRISTUPAS DAUGIRDAS BY "t! ATTOR NEY April 15, 1969 R, J, LYNN ET AL 3,438,148
DOOR OPERATOR Filed Nov. 6, 1967 Sheet 6 of 6 ROBERT J. LYNN RISTU PAS DAUGIRDAS BY m it ATTORNEY United States Patent US. Cl. 49-13 15 Claims ABSTRACT OF THE DISCLOSURE A door operator having a locking device for locking a door in closed position and switching means controlling the locking device and door operator opening and closing cycles.
This invention relates in general to a door operator for a vehicle having a door opening and a door selectively movable between open and closed positions relative to the door Opening, and more particularly to a door operator having a locking device for locking the door in closed position and control means for operating the door operator cycles and the locking device.
While the door operator of the present invention is generally useful in track-mounted vehicles, it could be employed in any other type of vehicle or even a stationary building. Further, the door operator may be employed to serve single or multiple doors in a vehicle.
The invention is an improvement over the door operator disclosed in US. Letters Patent 3,104,098. In the patented door operator, a three pole-three position control switch is employed that has encountered maintenance difliculties and requires fine periodic adjustment. Further the patented door operator is somewhat complex in structure which also adds to the maintenance problems. The present invention overcomes the difficulties encountered in the patented operator by providing a structure that is more simplified, thereby improving reliability and ease of maintenance. Specifically, a series of switches are provided for controlling the driving motor and the locking device of the door operator in the present invention.
Therefore, it is an object of the present invention to provide an improved door operator for vehicles that includes a simplified structure improving reliability and ease of maintenance and practically eliminating the likelihood of malfunction.
Another object of this invention is in the provision of a door operator having an independent locking device and including a switching arrangement for controlling the locking device and the operation of the operator.
Other objects, features and advantages of the invention will be apparent from the following detailed disclosure, taken in conjunction with the accompanying sheets of drawings, wherein like reference numerals refer to like parts, in which:
FIG. 3 is a detailed view taken substantially along line A 3-3 of FIG. 2;
FIG. 4 is a top plan view of a modification of the door operator of the present invention, with some parts broken away and other parts in phantom for purposes of clarity;
FIG. 5 is a front elevational view of the door operator in FIG. 4, with some parts in phantom for purposes of clarity;
FIG. 6 is a somewhat diagrammatic view of the locking 3,438,148 Patented Apr. 15, 1969 ice device from the embodiments of FIGS. 4 and 5 illustrating its association with a plurality of doors for a vehicle;
FIG. 7 is a perspective view of the locking device and switch control means for the embodiment of FIGS. 46; and
FIG. 8 is an electrical schematic diagram of circuitry employed with the switching controls for the door operator of the present invention.
Referring now to FIGS. 1 and 2, the door operator of this embodiment is generally designated by the numeral 10, and includes a reversible electric motor 11 drivingly connected to reduction gearing 12 and mounted on a suitable frame or support 13. An output shaft 14 from the reduction gearing 12 is drivingly connected to a door 15 by means of a door actuating lever arrangement 16. The door 15 is driven between closed position as shown in solid lines to close the door opening 17 in the side wall 18 of a vehicle, and open position as shown in dotted lines.
The door actuating lever arrangement includes an elongated arm 19 oifset at one end and having mounted thereon a roller 20 that is received in a vertically extending track 21 secured to a vertical edge of the door 15. The arm 19 is slidably mounted on a bar 22 against the biasing of a spring 23 to permit a limited movement of the door 15 toward open position when the door operator is in closed and locked position. The bar 22 is directly connected to the output shaft 14. Rotation of the output shaft and arm 19 in a counterclockwise direction, as seen in FIG. 2, causes opening of the door 15. Similarly, rotation of the output shaft and the arm 19 in a clockwise direction causes closing of the door 15. And the position of the parts in FIGS. 1 and 2 illustrates the closed and locked position for the door operator.
In addition, the door 15 is locked by a locking device 24 that is also mounted on the frame of the door operator, but it operates mechanicall independent of the door operator. This door locking device includes a lock shaft 25 that is rotatably mounted in bearings 26 supported on the frame 13, and having secured thereto at one end for rotation therewith a U-shaped locking latch 27 that coacts with an L-shaped bolt 28 which is suitably secured to the door 15. At the other end of the lock shaft 25, a lock lever 29 is secured and which coacts with a lock pawl 30 pivotally mounted on a stub shaft 31. A spring 32 is mounted between the lock lever 29 and the frame to bias the lock'lever and the lock shaft 25 continually in a counterclockwise direction. As seen in FIG. 2, the outer end of the lock lever 29 is prevented from further counterclockwise movement by the outer end of the lock pawl 30. A spring 33 is associated with the lock pawl 30 and the stub shaft 31 to continually bias the lock pawl 30 in a counterclockwise direction. Movement of the lock pawl 30 in a clockwise direction against the biasing of the spring 33 is effected by energization of a solenoid 34. The armature or plunger. 35 of the solenoid 34 engages against the upper end of the lock pawl 30 to drive the lock pawl in a clockwise direction upon energization of the solenoid.
When it is desired to unlock the locking device 24 to permit the door 15 to be moved to open position, the solenoid 34 is energized, driving its plunger 35 outwardly to rotate the lock pawl 30 in a clockwise direction on the stub shaft 31 so that the lower end of the lock pawl 30 is removed from the path of the lock lever 29 thereby permitting it to be driven by the spring 32 in a counterclockwise direction against a bumper 36- to its relaxed position. Rotation of the lock lever 29 effects rotation of the lock shaft 25 and the locking latch 27 so that the lug 27a of the locking latch moves downwardly and out of the path of the L-shaped bolt 28. At the end of the opening cycle, the solenoid 34 is deenergized thereby allowing the spring 33 to rotate the lock pawl 30 in a counterclockwise direction. Inasmuch as the lock lever 29 is resting against the bumper 36, the end of the lock pawl then abuts against the end of the lock lever. During the closing cycle, when the door reaches nearly the end of the cycle, it causes the L-shaped bolt 28 to engage the upstanding lug 27b of the locking latch 27 and force the locking latch 27 in a clockwise direction to its locking position. Such movement also forces the lock lever 29 in a clockwise direction and thereby permits the lock pawl 30 to move to a counterclockwise direction and to its locking position and once again in an interfering path of the lock lever as shown in FIG. 2 so that the locking latch is securely locked in locking position whereby the lug 27a is once again in the path of the L-shaped bolt 28. This final locking takes place when the door 15 is practically completely closed. Limited opening movement of the door 15 can be accomplished when the door operator is in its closed and locked position by the space provided between the lugs 27a and 2712 on the locking latch 27 and the slidable spring arrangement of the door actuating lever arrangement 16.
As the lock pawl 30 is permitted to move to locking position by the clockwise movement of the lock lever '29, it actuates through a cam surface 37 an arm 38 of a signal switch 39a that is suitably connected into circuitry for indicating to the operator of the vehicle that the door is in closed and locked position. Conversely, when the lock pawl 30 is in its clockwise position by actuation of the solenoid 34, actuation of the switch 29 indicates to the operator that the door is not in locked position.
Thus, it can be appreciated that the locking device 24 is not mechanically tied into the door operator but is independently controlled through suitable circuitry. Such eliminates the problems heretofore encountered where the locking device included a catch actuated by the operator shaft.
In order to overcome the adjustment and maintenance problems inherent in the three pole-three position switching arrangement of the door operator disclosed in US. Letters Patent 3,104,098, a switching arrangement is provided in the present invention that includes three independent limit switches 40, 41 and 42, all cam actuated by a cam 43 mounted on the output shaft 14 of the reduction gearing 12. These switches are adjustably mounted. After initiating the opening cycle of the door operator which energizes the solenoid 34 and the motor 11, the switch 40 is operated near the end of the opening cycle of deenergize the motor 11, while the switch 41 is operated to actuate a door opening cushioning circuit for cushioning movement of the door at the end of the opening cycle and to drop out or deenergize the solenoid 34. Upon initiation of the closing circuit which energizes the motor 11 to drive the door to closing position, it will be appreciated that then the solenoid 34 is conditioned so that the locking device may move to locking position and be locked in place by the lock pawl 30. When approaching the end of the closing cycle, the switch 42 is operated by the cam 43 to open the motor circuit and deenergize the motor 11 and to actuate a door closing cushioning circuit.
With further reference to the schematic electrical diagram of FIG. 8, it will be seen that this circuitry includes a battery positive line 44, a door opening line 45 and a locking solenoid line 46. For normal operation, a cutout switch having contacts 47a, 47b and 470 is set to normal as shown in the schematic diagram to permit the door operating line 45, the battery positive line 44, and the locking solenoid line 46 to be energized, or deenergized, whenever door opening or door unlocking relays (not shown) are actuated or deactuated. Depressing by the operator at the master controller the door open push button (not shown), the door opening line 45 and the locking solenoid line 46 are energized to respectively cause energization of a motor control relay 48 and the unlocking solenoid 34. Note that control relay 48 can be energized only after switch 39b, actuated by the solenoid, is closed. Contacts 48a and 48b are actuated to place the armature 11a and field 11b of the motor in the circuit to energize the motor and cause it to move the door towards the open position. At approximately seventy percent of door opening, the switch 41 is actuated to open contacts 41a and drop out the solenoid 34 and to close contacts 41b to place into operation the door opening cushioning circuit that includes the resistor 49 for cushioning of the door. At the end of the door opening cycle, the limit switch 40 is opened to open the line for the armature and field of the motor 11 and deenergize same. Upon pushing the close button in the master controller to close the doors, power form the lines and 46 is removed. This effects deenergization of the motor control relay 48 and reconnects the operator motor to cause the motor to rotate in the direction to effect the door closing cycle. The contacts of limit switch 42 are closed during the door closing cycle until the cam causes opening of the contacts at the end of the cycle to open the motor circuit. The resistor 50 is in the circuit throughout the entire closing cycle to provide slower door closing speed. When the doors are completely closed, the door operator lever arm 19 will be in an overcenter position, and the locking device will be in looking position as previously discussed. Further, the contacts of the switch 39a will be closed to energize a signal light relay (not shown) indicating the door or doors as being locked.
and operation of the door operator at its location, to-
gether with the unlocking of the locking device in the case of loss of power to permit opening of the doors.
For purposes of simplicity, the motor, the reduction.
gearing, the frame, the output shaft and other similar elements are numbered identically to the first embodiment.
The locking device of this embodiment is generally indicated by the numeral 51, and includes a lock shaft 52 having a locking member 53 secured at one end coacting with door lock rods 54 and 55 that are respectively secured to doors 56 and 57. The locking device is unlocked in a similar manner as the first embodiment by energizing a solenoid, designated by the numeral 34 as in the first embodiment for purposes of simplicity, which solenoid drives the lock shaft 52 in a clockwise direction as seen in FIG. 5 and in a counterclockwise direction as seen in FIG. 7. The plunger 35 of the solenoid engages a crank arm 58, which is secured to the lock shaft 52, against the biasing of a spring 59. Following rotation of the locking member 53 in a counterclockwise direction as viewed in FIG. 7, the blocking ears 60 and 61 move out of the path of movement of the door lock vrods 55 to permit the motor to drive the doors toward and into open position. As the lock shaft 52 is rotated, a crank arm 62, secured on and rotatable with the lock shaft 52 and having a cam surface 63 thereon, actuates the signal switch 39 to indicate that the locking device is in unlocked position. The signal switch 39 together with the switches 40, 41 and 42 are identified by the same numerals as in the first embodiment inasmuch as their functions are identical.
Following the deenergization of the solenoid 34 by operation of the switch 41, the spring 59 drives the lock shaft 42, FIG. 7, in a clockwise direction until the ears 60 and 61 bear against the door lock rods 54 and 55, respectively. Thereafter, until the lock rods move so that their ends clear the cars 69 and 61, the rods are in sliding engagement therewith. Otherwise, the operation of the switches 40, 41 and 42 by the cam 43 on the output shaft 14 is identical to the first embodiment.
As seen in FIG. 6, the attachment of the lock rods 54 and 55 to the doors 56 and 57, respectively, is such that a limited movement of the doors may be accomplished when they are in closed and locked position inas much as the rods are slidably arranged in openings of brackets 64 and 65 against the biasing of springs 66 and 67. The connections between the output shaft 14 and the doors are somewhat different from that of the embodiment of FIG. 1. In this embodiment, a double-ended crank arm '68 is mounted on the output Shaft 14 and pivotally connected to levers 69 and 70 through links 71 and 72. The ends of the levers are pivotally connected to actuating rods 73 and 74 that are in turn connected to the doors by means of a bracket and spring arrangement similar to the connection of the lock rods to the doors to permit a limited door movement when the doors are in closed and locked positions.
The other feature in the second embodiment differing from the first embodiment consists in providing an emergency handle 75 for unlocking the locking device in case of a power failure to permit opening of the doors, or for bypassing the master controller and operating the doors such as on a test basis from the location of the door operator. The emergency handle 75 is mounted on the output shaft 14. During actuation, it will operate to rotate the lock shaft 52 in a counterclockwise direction as seen in FIG. 7 by engagement with a roller 77 on the crank arm 62 to cause unlocking of the locking device. Through operation of emergency switch 76 and switch 3%, it will cause energization of the motor control relay 48 if power is still available to drive the door operator and the doors to open position. In the event that no power is available, operation of the emergency handle will mechanically engage the output shaft and thus relieve the over-center condition so that the doors may be manually driven to an open position. While the emergency handle and switch is not shown in connection with the first embodiment, it should be appreciated that such could be provided, if so desired.
It will be understood that modifications and variations may be effected without departing from the scope of the novel concepts of the present invention.
The invention is hereby claimed as follows:
1. In a vehicle having a door opening and a door selectively movable between open and closed positions relative to said door opening, a door operator including a motor-reduction gear unit having an output shaft rotatable between first and second positions for opening and closing cycles of said door, means drivingly connecting said output shaft to said door, and means for controlling the door operator comprising a switch actuating cam secured on and rotatable with said output shaft, first, second and third switches actuated by said cam, and a locking device operable independently of said output shaft rotation for locking the door in closed position including a releasing solenoid, said switches controlling the deenergization and braking of the motor and the dropping out of the solenoid.
2. In a vehicle as defined in claim 1, wherein the first switch deenergizes the motor in the opening cycle, the second switch operates a door opening cushioning circuit and deenergizes the Solenoid, and the third switch deenergizes the motor in the closing cycle and operates a door closing cushioning circuit.
3. In a Vehicle as defined in claim 1, and a signal switch operable in response to said locking device to indicate when the door is in closed and locked position.
4. In a vehicle as defined in claim 1, wherein said locking device further includes a lock shaft, a locking member secured on and rotatable with said shaft, a mating locking member on said door coacting with said shaft locking member to selectively lock the door in closed position, means for biasing the shaft in one direction, and 75 means mounting said solenoid and associated therewith to unlock said locking device upon being energized.
5. In a vehicle as defined in claim 4, wherein said means mounting said solenoid and associated therewith includes a pivotally mounted and biased lock pawl coacting with a lock lever on said lock shaft to hold the shaft in locking position and to release the shaft to unlocking position upon energization of the solenoid.
6. In a vehicle as defined in claim 4, wherein said means mounting said solenoid and associated therewith includes a crank arm on said lock shaft adapted to be rocked upon energization of the solenoid to rotate the lock shaft to unlocking position.
7. In a vehicle as defined in claim 4, and a manually operable emergency handle mounted on said output shaft coacting with a crank on said lock shaft to drive the lock shaft to unlocking position.
8. In a vehicle as defined in claim 4, wherein said shaft locking member coacts with the door locking member whereby following an opening cycle the former moves into locking position at the end of the closing cycle.
9. In a vehicle having a door opening and a door selectively movable between open and closed positions relative to said door opening, a door operator including a motor-reduction gear unit having an output shaft rotatable between first and second positions for opening and closing cycles of said door, means drivingly connecting said output shaft to said door, and means for controlling the door operator comprising a switch actuating cam secured on and rotatable with said output shaft, first, second and third switches actuated by said cam, and a locking device operable independently of said output shaft rotation for locking the door in closed position including a releasing solenoid, circuitry including said switches selectively operable for the opening and closing cycles of said operator, means initiating the opening cycle by energizing the motor and solenoid, said first switch operated by said cam for deenergizing the motor near the end of the opening cycle, said second switch operated by said cam to deenergize the solenoid and energize a braking circuit for said motor near the end of the opening cycle, means initiating the closing cycle by energizing the motor, and said third switch operated by said cam to deenergize the motor and energize a braking circuit for the motor near the end of the closing cycle.
10. In a vehicle as defined in claim 9, and a signal switch operated in response to the locking device when the door is in closed position to indicate the door is in closed and locked position.
11. In a vehicle as defined in claim 9, wherein said locking device further includes a lock shaft having a lock lever and a locking latch secured thereto, a pivotally mounted lock pawl operated by said solenoid and coacting with said lock lever to hold it in locked position, said locking latch coacting with a locking member mounted on said door to selectively lock the door in closed position, and means spring biasing said lock shaft to unlocked position upon energization of said solenoid.
12. In a vehicle as defined in claim 11, wherein said locking latch is U-shaped to be driven into locked position by the door locking member at the end of the closing cycle.
13. In a vehicle as defined in claim 12, and means biasing said lock pawl into locking position upon movement of said lock shaft into locking position.
14. In a vehicle as defined in claim 9, wherein said locking device further includes a lock shaft having a locking plate and a crank arm secured thereto, means spring biasing said lock shaft into locking position, said locking plate coacting with a lock rod secured to the door to selectively lock the door in closed position, and said solenoid coacting with said crank arm to rotate the lock shaft to unlocking position upon energization of the solenoid.
7 8 15. In a vehicle as defined in claim 14, a second crank FOREIGN PATENTS arm on said lock shaft, and an emergency handle on said 754,452 8/1956 Great Britain output shaft coacting with said second crank arm to permit manual unlocking of said locking device.
DAVID J. WILLIAMOWSKY, Primary Examiner.
References Cited 5 J. K. BELL, Assistant Examiner. UNITED STATES PATENTS 2,661,945 12/1953 Hamilton 49138 3,237,932 3/1966 Cat Lett 49 13s 49 13s, 280, 363
3,384,994 5/1968 Daugirdas et a1. 49 13 10