US2148158A - Car door lock - Google Patents

Description

Feb.-21,1,939.j A.H.HARTw|G 2,148,158

' GAR DooR LOCK Filed Feb. l5, 1937 2 Sheets-Sheet l Feb. 21, 1939. A. HL HARTWIG CAR DOOR LOCK Filed Feb.A 15, 1937w 2 sheets-sheet 2 `20 from.

Patented Feb. 2l, 1939 i U E D j s Nov 111194,11

@FFI j '2,148,158 CAR'DOORLOCK y Arthur H., HartwigfMichigan City, Ind.,` assigner vtojullman-Stand,ard Car Manufacturing Com.-

pany, Chicago, lll., a corporation, ofk Delaware Application February 15,1937, seriarNo. 125,912;

` 5 Claims. (o1. gea- 285) This invention relates toA sliding door locks and slack take-up arrangementsV therefor` and, more particularly, to a combination lock and` slack take-upV device for-use onrailway freight cars 5 having sliding doors of either the single or double type.` I I,

It isan object of. `this invention to provide a lock for the sliding doors'tof freight cars wherein, during transit, the inherent tendency is to;urge

the door towards vfully closedposition.,

The particular object of the invention is the provision of means for maintaining the sliding `sidedoors of' railway freight `cars more positively in closed positionV andthe.` elimination of unnecessary lost motion and slack as ,the door is jolted about by movement of carsY ini a train;

Another object of the invention isthe provision of a lock member permanently secured to; the car and incapable, of being removed or lost there- A further object` of theinvention isthe provision of locking means for sliding doors utilizing a pivoted cam member and a pivoted hasp lever member having an inclined` engaging surface for cooperation therewith'.

A still further object of the invention is the provision` of a sliding door .lock and slack take-up mechanism of: simple form designed to reduce to a minimum the number of devices operable in the closing and locking of the door.

The foregoing and `otherobjects are attained by themechanism illustrated in the accompanyingl drawings, in which.

Fig. 1 isV a side elevational view of a fragment .35 of a railway freight car and door to which the invention is appliedand shownA in full detail as it would appear with the door in closed position and locked with seal;

Fig. Zis an` endk elevational view of. theA lock in 40 the position showninFig. 1 and showing the reinforcing means vfor the attachment of the hasp bracket to thecar; I l

Fig. 3 isa view similar to Fig. 1 with the door closed but withthehasp in detached positionand 45 the cam in` position for the hasp to be entered 1 55 relation asshowninFig. 1;`

`the carni,` hasp bracket and hasp, respectively.

therebetween. Mounted upon the side Ill and .Loosely secured to. thefdoor and preferably to,"o `the door frame member by means of a staple or Y sealing member I9 between the hasp and bracket yspark strip Il by means of rivets 22.

Fig. 621s la verticaltransverse sectional view taken onrtherlineG-S of Fig. 1 through the pivotal point of the cam and bracket with the hasp in place; and' Figs. 7, 8 and gare detail, perspective views. of

' In devices of the prior art seeking to accomplish'the same purpose as vthe present invention, Wedge members have been. utilized for taking up the. slack between a hasp and lockmember 111.10 which the wedge moved` in two directions and,

` due` to4 friction between the engaging surfaces of the parts` during such',` movement, the wedge could not drop quickly enough to take uplthe existing lslack before the door again moved away. 111,15

secured to thespark strip I I1 and backed up by a 25 reinforcing plate I3 is a. cam bracket or lock member I5, more fully hereinafter described andV to.` whichl is pivoted a cam member IB.

fastener I1 vis'a hasp member I8 which, in the closed position of the door, isadapted tobe env4gaged` between the bracket I5 and the cam I6 and is constructedin. such` manner that when a aboutin transit. i

The bracket or lock member I5 is secured to the car side and to the door post member 2| and The wall I 4 45 of the bracket is oii'set from the car side Ill to accommodate the spark strip II between them. An aperture 23is provided in the bracket accommodating the cam member I 6- which is pivoted in the bracket at 24. The pin 25, providing a 50 bearing. upon whichjthe cam is pivoted, is mounted4 in the holes 26 in jaws 20 disposed upon opposite sides of the camand supporting the pin in double shear against stressesimposed by the weight ofthe doouconstantly tuggingat the lock.`

The pin is securely held in place by means of welding as at 21. The bracket I5 is provided with a rest 28 affording a seating surface over which the hasp member I8 is adapted to slide and with a restraining wall 29 between which and the outer side of cam I6 the hasp I8 is held in alignment for engagement between the respective bearing faces of the cam and hasp. The upper extremity of the wall 29 is directed horizontally outward as at 3|'I and provided with an elongated slot 3| disposed vertically through the shelf thus afforded, and the hasp I8 likewise is provided with a horizontal flange 32 in overlapping relation to the shelf 30 and having a slot 33 in vertical alignment with the slot 3| in the bracket through both of which the sealing member I9 is adapted to extend. The slot 33 in the hasp is only of suicient size to take the sealing member I9, but the slot 3| in the bracket, being elongated, is adapted to accommodate the longitudinal movement of the hasp without damaging the seal member as the sliding door moves one way or the other.

I'he hasp member I8 is loosely pivoted to the door by means of a hasp fastener in the form of a staple I'I-the legs of which penetrate the door frame member I2 and the door and secured thereto by welding preferably on the inner side as shown at 34 in Fig. 5. The hasp is offset inwardly at 36 from its outermost plane, providing a portion 31 disposed between the cam I6 and wall 29 of the bracket I5 and affording a shoulder 38 in direct abutting relation to the outermost jaw 20 of the bracket, thereby providing a positive stop to movement of the hasp in a, direction tending to open the door. From the offset portion 31, the extremity of the hasp is directed inwardly as at 39 and provided with a sloped surface 40 engaged by the cam I6 for pulling the door to closed position. The inwardly extending portion 39 is of Vsufficient extent to rest upon the shelf 28 in the `area upon both sides of the opening 23, as well as upon the end portion, so that there is no eccentricity in its support. The extension 39 also'supplements the shoulder 38 in providing a limitation of movement of the hasp towards open position of the door in that it strikes the wall 4I on the bracket I5 at the inner side of the cam I6 at approximately the same time as the shoulder 38 strikes the jaw 20. 'I'he wall 4| terminates in a portion 42 paralleling the opening 23 and providing a guiding face for the cam. The lock member I5 ls mounted upon the car side in abutting relationship with the spark strip II so that when the door is urged closed under action of the cam and hasp, the spark strip is effectively backed up by the bracket and relieved of stresses that would otherwise be imposed.

The pivoted cam member I6, asshown, is provided with a plurality of facets 44 adapted individually to engage the sloped bearing surface 40 on the hasp I8, and each facet, as the hasp and cam advance, engages the bearing face 40 at a point below the pivotal center of the cam, as best shown in Fig. 4, so that any backward thrust on the hasp is delivered to the surface of the cam at a point beyond dead center, tending further to lock the cam and prevent backward movement of the door. Although the cam is shown as being faceted, this same action might be obtained even though the cam should have a smoothly curved engaging surface. In any event, the door cannot become loose once the slack is taken up due to the pivotal point of the cam being above the point of engagement between the surfaces of the cam and hasp and with respect to the fastening of the hasp to the door. The cam I6 is also provided with an embossment 43 affording an extended bearing surface for the pivotal point 24.

In the actual operation of the device upon a car, the door is forced as near to its fully closed position as possible and the cam I6 raised to its uppermost position, as shown in Fig. 3, in which position it must be held while the hasp I8 is put in place and the cam then dropped into engagement therewith in tangential relation thereto, as shown in Fig. 4 and in Fig. 1, and then driven home to draw the door frame member I2 tightly against the spark strip I I-effectively sealing the door opening and in place securely to lock the door by the insertion of sealing member I9 continuously through the respectively adjacent slots 33 and 3l in the hasp and bracket I5, as best g shown in Fig. 2. Should the operator fail to draw the door tightly closed by driving the cam down, this will be accomplished automatically as the car is bumped or moved in a direction causing the door to lunge towards closed position. The cam I6 will drop by gravity and take up the existing slack. The device is unlocked by merely reversing the above sequence of operations.

From the foregoing it will be seen that there has been provided a positive slack take-up device for use on sliding doors which will maintain the doors tightly closed and adapted to be securely locked and which may be released easily and quickly.

What is claimed is:-

1. In a door lock, the combination comprising a lock member and a hasp member mounted for relative movement, said hasp member cooperably engaging said lock member, said lock member being provided with an aperture for the reception of a cam pivoted upon said lock member engaging said hasp member to draw said members together, said cam-engaging portion of the hasp member bridging the aperture for the cam member.

2. In a door lock, the combination comprising a lock member having an aperture, and a hasp member mounted respectively upon relatively slidable members, said hasp member having a right-angular extension bridging a portion of said aperture, anda lost motion take-up device secured in said lock member adapted to engage the hasp member and oscillate through said aperture.

3. In a door lock, the combination comprising a lock member having an aperture and a shoulder, and a hasp member mounted for movement towards and away one from the other, said hasp member having a right-angular extension bridgtake-up device secured in said lock member adapted to engage said hasp member to draw said members together and oscillate through said aperture, and a shoulder on the hasp member in direct abutting relation to the shoulder on the lock member adapted to limit reverse movement of the hasp member.

4. In a door lock, the combination comprising a lock member having an aperture and a shoulder, and a hasp member mounted for movement towards and away one from the other, said hasp member terminating in a right-angular extension bridging a portion of said aperture, a lost motion take-up device secured in said lock member,y

60 ing a portion of said aperture, a lost motion adapted to engage said extension to draw said members together and oscillate through said aperture said hasp member having a shoulder in direct abutting relation to the shoulder on the lock member adapted to limit reverse movement of the hasp member.

5. In a door lock, the combination comprising a lock member having an aperture and a hasp member mounted for movement towards and 10 away one from the other, said hasp member terminating in a right-angular extension bridging a portion of said aperture, a cam device pivotally secured in said lock member adapted to engage said extension to draw said members together and oscillate through said aperture, the point of engagement between said cam device and hasp member being beyond the dead center of the cam to prevent reverse movement of the hasp member.

'ARTHUR H. HARTmG.

CTI

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