US1721828A - Railroad-car-window construction - Google Patents

Description

y 23, 1929- .14.. MOHUN ET AL 1,721,828

RAILROAD CAR WINDOW CONSTRUCTION Filed March 12, 1928 4 Sheets-Sheet l In uerzfora y 23, 1929- J. L. MOHUN ET AL. 1,721,828

' RAILROAD CAR WINDOW CONSTRUCTION Filed March 12, 1928 4 Sheets-Sheet 2 E1515. FIE=&-

July 23, 19 J. L. MOHUN ET AL 1,721,828

RAILROAD CAR WINDOW CONSTRUCTION 7 Filed March 1928 4 Sheets-Sheet EECILQL fIE:lE-

15. EiEilfL fmzcla EiE:l6-

5 r m n P u n J y 23, 1929; J. L. MOHUN ET AL 1,721,328

RAILROAD CAR WINDOW CONSTRUCTION Filed March 12, 1928 4 heets-Sheet 4 Patented July 23, 1929.,

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Application fled Ka -ch 12, 1928. "Serial in). 260,946.

' Our invention relates to window construction generally, but more particularly has reference to such a construction as is especially "adapted for installation in the modern steel passenger railway cars, and while the description to be herein 'ven will-be identified with such cars, it will obvious that theinvention is serviceable inthe instance .of wooden cars and steel buildings. 1 Car Window constructions have heretofore been the subject of considerable discussion I amon'g'railroad oflicials owing to the continued and increasing demands of the public that such constructions should conform to the following requirements First. Such constructions should be abso lutely weather and dust roof.

-Second. The sashes sii'ould operate easily and without sticking or binding.

Third. The constructions should be free from squeaking or rattling.

Fourth. There should be a greater area of clear vision.

. Fifth. There should be lift handles con-.

veniently located with respect to the sash holders, and the manipulation of these members should be easy and self evident.

The present invention is devised to answer these requirements, and at the same time we have borne in mind that such invention canbe readily manufactured and applied'to the usual car construction, that the first and the maintenance cost shall be reasonable, that the use of anti-rattle compression springs is undesirable, and. that the structure shall be such that repairs can belquickly and'easily made in case of broken glass and failed parts.

Wooden sashes do not meet these requirements, since, if they are reasonably tight for 40 dust proof purposes, they swell and stick fast, and if fitted loosely they rattle, and, since they have side rails that are necessarily wide, clear vision is interfered with.

Metal sashes have not heretofore been en- 3 tirely satisfactory, since they are not weather and dust pro'of,-tl'rey soon rattle, and, al.- though they may not stick within the stops, they do bind and are frequently diflicult of operation. I v

Our invention dispenses entirely with top and side rails for the glass pane, and. the side I edges of the latter track in soft channels line 2-2 of Figure 1.

throughout the entire range of=the movement of the sash, the latter is resiliently supported n all directions so as to withstand the weav- 1ng,twist and expansion of a steel car,'and is dust and weat er proof at sides, top and bottom. t

A striking feature .of the invention, and one that distinguishes from prior'car window constructions, is, that not only is the, window sash weather stripped at the top, bottom and sides, so that water or dirt cannot enter the car at any location in the-window structure, but also every part of the outside of such structure is insulated from the portron of the latter that is within the car, and therefore noise from the outside is deadened, and the transmission of heat and cold-from outside the car resisted.

The following detaildescription is to be read in connection with the accompanying drawings which show a preferred embodiment 0 the invention as applied to a steel railroad car, and in these drawings Figure 1 is a front elevation, partly broken and sectioned, showing our improved, winside of a railway car.

Figure 2 is a -detail broken section at the Figure 3 is a detail line 33 of Figure 1.

Figure 4 is a detail broken section at the line 44 of Figure 1.

Figure 5is a detail broken sectionat the line 5'-5 of Figure 1.

. dow construction as it appears from the in- I broken section at the Figures 6, 7, s, 9, 10, 1 1, 12, 14,16, 18, and

19, are fragmentar the inside and outslde stops showing different ways in which the felt channels forthe J glass sash may-be adapted for use.

Figures 13, 15, and 17, are respectively sections at; the lines 1313, 15-15, and 17'17 of Figures 12, 14, and 1 Figure 20 is a broken and partly sectioned fragmentary view showing the adaptation of .our invention to a. double window construction. Y

Figure 21 is a section 'at-the line 21-21 of Fi re 20, and

cross sections through looigure 22 is a section at the line 22-22 of Flgure 20.

Similar numerals of reference will used tires of the drawing.

1 is the pane which may be of the best clear cylinder glass or of suitable plate, and 2 is the bottom rail which is secured to the lower edge of the glass pane in any suitable manner, this rail being preferably an aluminum alloycasting, with the lift handles 3 and the sash lock casings 4 cast integral therewith.

These lift handles and lock casings may, of course, be separate elements secured to the bottom rail by screws or the like, but when cast integral with the bottom rail they'will not rattle, as would bethe case in the event that they were separate elements and the screws or other fastenings worked loose.

The bottom of the rail is-square so as to set flat on its sill seat 5, and the latter, immediately beyond the portion contacted by the rail when seated, has a step 6 whose riser 7 is slightly inclined outwardly.

The portion of the'sill of the window against which the rail seats is a separate sheet metal stop denoted generally by the numeral 8, and this stop has a flat extension 9 which is secured to the main car sill 10 of the window, and an inclined portion 11 which is secured to the water shed 12 of the sill, and beneath the parts 9 and 11 are weather strippings 13, 14, so that it will be clear that dirt or water cannot pass between this stop 8 and the main sill portion of the window. 7

It will therefore be clear that the sill stop 8 is so constructed that the seat for the rail is horizontal and is above the sill slope 12, so

9 V as to protect an inside wooden sill against the Cl I direct flow of water,this, of course, being, a

safeguard in addition to the stripping 15.

To the outside-lower edge of the "rail 2 is affixed a weather strip 15 by means of aresilient metal clip 16 which is secured to the rail and exerts atpressure sidewise against thestripping 15, so that when the sash is lowered the stripping15 will contact the riser 7 and adapt itself resiliently and closely tothe same, whereby di'rtor water cannot pass into the car beyond the rail, and the sash is given a=cushion support so that the seat 5 is relieved of part of the weight of the sash, thus militat-ing against the'sticking'of the sash to this seat 5. v A

It is preferable'to make this stop 8 separate from the main sill so that this inventgn may be readily adapted to railroad car present existing, and for the further reason that it is much cheaper to do this than to make specially formed sills.

-The side edges of the glass panel track are contained within channels 17 that are made of felt on; any other suitable material and these channels are confined between the inside stops 18 and the outside stops 19, and the ends of the bottom rail 2 extend between said stops immediately beyond the channels,

19, and these illustrations and the particular objects of the features shown therein will now be referred to in detail.

-Referr'ingto all the figures, the inside stops-f 18 are rigid and are secured as usual to the sides of the window casing while the outside stops 19 preferably. have a resilient action against the felt channels 17, which-latter, it will be remembered, are confined between the two stops, and the object of the resiliency in these outside stops is to cause the sides of the channels 17 to bear firmly against the glass,

so as to prevent any rattling or undue move- I ment of the latter, and also to effect a tight joint between the sides of the felt channels and the :stops for the exclusion ofwater or foreign matter. a

This resiliency of the outside stops may be adjusted, as shown: particularly at F igure 6, in which a hub 20 is brazed or otherwise secured to the inner wall of the stop while a screw 21 driven through this hub acts against the inner wall of the stop to press the same with more or less firmness against the felt channels, and the outer portion of the stop is doubled upon itself so as to form a spring loop 22 and the screws 23 which secure the stop to the outer wall of the window'casing can be manipulated so as to normally position the 4 back portions 'of the felt channels and nearly across the width thereof, which ledge yields resiliently so as to cause the felt channels to closely hug the side edges of the window pane, while adjustments of the outside stops by the manipulation of'the screws 23 will stiffen the resilient pressure against the channels.

' This Figure 6 construction merely shows a manner in which the outside stops may be adjusted but this is a minor feature since, as a rule, adjustments of this sort will be entirely unnecessary, and these outside stops are ordinarly so formed that they will bear resiliently against the outer sides of the felt channels, the outer edges of the stops being secured directliiito' the wall of the window casing with'the intervention of a weather stripplug 25 which extends directly fromithe bottom of the channels, which stripping eifecti-vely prevents any foreign matter or water from passing beneath the stops, or beyond the backs of the felt channels. Y

It will, of course, be understood that the inside stop may, if desired, bear against the inner side walls of the channel's resiliently but it is not b lieved that his .is at all neces Sary. i

-At Fi ure 7 is showna construction in which a rass strip 26 is brazed or-otherwise secured to the outside stop between the latter and'the felt, this strip extending inwardly and bearing resiliently against the glass, for the purpose of assisting to steady the same and to afford an auxiliary waterproof weather strippin to protect the outside legs ofthe felt channe 5.

By securing these strips 26,to the outside stops, there is no real necessity for making these stops resilient, and, as a matter offact,

while it is preferred to make them resilient at all times, nevertheless, the invention would be well served if these stops were rigid and abutted firmly againstthe felt channels, and the invention is therefore not limited inthis res ect.

elt will absorb moisture more or less, and, as the outer leg of the felt channels is the only part of the latter that is exposed -to the elements, we have in mind to protect it by means of awaterproof material, and have exemplified this in connection with the construction shown at Figure 8, in which the felt channel is seated within a metal trough 27 whose sides embrace the channel and extend slightly over the free ends thereof so as to confine it in place, and this metal trough is supported by the ledge 24 that extends from the outside stop, and a strip a of cloth rubber cork tape is located between the glass and the outer leg of the channel and extends over said leg and between said trough and the outside stop, and also between the trough and the ledge 24,

and thence outwardly between the window casing and said stop,'so as to take the place of the strip .25.

. end of the tape a being housed within a curled i In Figure 11 is shown a construction like that shown at Figure 8 with the exception that the outer side of the metal trough 27 is extended so as to form, the li b that bears resiliently against the-paneo glass, for the same purpose as that defined with respect to the structure shown at Figure 7, the inner partcof-the lip'b.

Referring to Figure/10 the construction shown therein is like that at Figure 7 with.-

the exception that the extremity of the strip 26 instead of bearing against the glass is bent .r inwardly down toabout the bottom of the felt channel as shown at 28, so as to bring it in contact with the glass, and shield the outer 'leg of said channel against the elements.

Referring to Figure 9 there is shown an L shaped piece of, felt 29 which bears against the side of the glass pane while a block 30 of suitable material preferably soft lead, is con tained within a recess 31 in the inner wall of the outside stop and bears against the other side of the glass pane so thatthe latteris con-' fined between felt and metal, and the weather stripping 25 extends from the felt as andtfor the urpose hereinbefore specified, this block 30 a so servingto shield the felt against the elements.

In some instances, it is advisable that the element, and, in fact, such a constructlon is desirable because it will further insure that the side edges of the glass will be resiliently contacted the felt channels, and therefore, We have shown at Figures 12, 13, 14, 15, 16, 17, 18, and 19, constructions in which spring means is interposed between the rear of the felt channels and the window casing.

Referrin to Figures 12 and 13, 32 is a strip of metal aving lanced therefrom bow springs 33, which will contact the sides of the window casing while the felt channels confelt channels be backed by a special spring having bow springs lanced therefrom, is

backed by coil springs 34that abut the window casing andfunction precisely like the bow springs above referred to.

In Figures 16 and 17, which show a construction of outside stop and felt channel like that shown at Figure.4,bow springs 35 are lanced out of the ledge 24, and the weather stripping extension 25 contacts the window casing while the bow springs 35 bear against this strip. Since the stop 19 is of a resilient nature, these bow springs 35 will-act to force the felt channels inwardly against the edges of the glass; W

The construction shown at Figure 18 shows the felt channel confined laterally between the stationary stop 18 and the resilient stop' 19, but the back of the channel along the edges has ribs 36, and the channels abut against separate plates or strips 37 whose edges are slightly upturned, as shown at 38 so as to embrace theseribs, and from this plate 37 are lanced bow springs 39 which nor- -mally contact the sides of the window casing so as to force the feltchannels inwardl against the side edges of the glass.

The construction shown at Figure 19 is identical with that shown at Figure 18 but it shows the plate 37 forced nearer the window casing as it would be if a wider pane of glass was inserted between the channels.

Butthe provision ofa springelement in the rear of-the channels, while functioning to permit the use. of a wider pane oflass, nevertheless, has a more important object,

namely, to enable a glass pane ofa standard width to be properly assembled within the felt channels, -when the window openings slightly vary in width or are out of square.

The construction shown at Figure 18-exem plifies an instance where the "window opening between the side casings is slightly wider than usual but this extra width is taken care of by the expansion of the bow springs so as to normally position the felt channels so that theywill extend as far inwardly as they ordinarily would in the instance of window openings of normal width. It will be observed in connection with this Figure 18 that the felt channels resiliently contact the edge of the glass.

At Figure 19 is shown the adaptation of the glass in the instance of window openings of What might be termed normal width or at least openings whose width is less than that previously described with respect'to Figure 18, and in this Figure 19 construction it will i be observed that the bow springs are comoar structure, as, for instance, the head 42,

pressed as would naturally be the case in .25-

adapting the structure to the narrower window openings but at the same time the channels will, of course, resilientlycontactthe edges of the glass.

In all instances the felt channels will maintain their grasp on the glass throughout their entire depth. v

The constructions heretofore described show meansawhereby the window sash is Weather stripped at the bottom and at the sides, but it is quite essential, that dirt or dust should not enter the car at the top of the window, and therefore we have shown at Figure 3 a metallic clip 40 within which is a heavy and resilient weather stripping 41.

This clip is secured directly to a part of the by means of suitable screws 43, and a portion of the stripping extends between the clip and said head so that it will be clear that this metallic clip is insulated from the head, and the main portion of the stripping 41 is bowed and firmly. contacts the outer face of the glass 1 throughout its entire width, so that it will be clear that no water, dirt or other foreign matter can enter the car at the top of the window, and, moreover, this stripping, being of a resilient nature, coacts with the outside resilient stops in causing the glass to be properly embraced by the felt channels, and to steady the glass as the sas'h'is raised.

In all instances it will be observed that the parts of this window construction that are located at the outside of the window areinsulated from the rest of the window structure. For instance, the bottom rail 2 and its sill 5 are insulated from the water shed 12 and the main sill 10 by the strippings 14, 13,

the outside stops are insulated from the inside'stops and from the side of the window the extensions 25 therefrom, while the metal clip 40 is insulated from the head 42 in the manner above described. I

It will therefore be clear that, as a result of this complete insulation, all sound from the outside of the car is deadened, and since there is no metallic connection between the outside and inside parts of this window con-' struction, the transmission of heat or cold is resisted, and this insulation is an important feature of the invention.

Within the sash lock casings 4 are bolts 44 and springs 45, the latter functioning to normally throw the bolts outwardly into en-- cept as to their juxta-position with respect to the lifting handles, and reference to such devices is made merely because the sashes of car windows are necessarily equipped with some means of this sort.

The felt channels and the inner and outer stops may be continued for some distance above the window openings, asshown at Figure 3, in .order that the glass pane may be guided and properly held throughout its portant that a resilient backing be interposed behind the retaining channels, but this inven-v tion is not limited to constructions wherein this resilient backing must be used, as, in the ideal condition, wherein the window opening would be in parallelism, the type of con struction described could be used without springs or resilient members interposed behind the felt channels.

As hereinbefore stated, the sash has no top rail or. side stiles, but merely a bottom rail, and this is an innovation in railroad car window construction where the sashes are raised and not lowered to open a window. Moreover, the felt channels which are at the sides of the window opening not only act as runways for the glass but are also weather strips, thus distinguishing from the similar channels that are used with drop windows,

and theelimination of the side stiles and top rails reduces to a minimum the likelihood ofthe sticking or binding of the sash, and, of greater importance still, adds materially to clear vision through the windows s Double windows are common both in coaches and Pullmans, and the present invention is followed in the installation of such windows, it being merely necessar to provide a middle stop to cooperate wit the outside and inside stops, and in this instance both double windows, namely, the construction of p the middle stop, and referring to Figures 20,

21, and-22, we will call attention to the manner in which our invention is applied in the instance of double windows.-

48is a center stop secured to the inside of the casing in any suitable manner as by screws 49, and 50 is an extension piece which is secured in any suitable manner to the stop 48 as by one pr more of the screws 49, this extension piece having portions which extend laterally beyond the stop 48 and are formed intogutter-like parts 51.

The center stop and likewise the outside and inside stops end at anydesired distance above the window opening, while the extension stop projects upwardly within the head of the car as far as 1s necessary, and this extension stop'preferably has lanced from the bottoms of the gutters 51 springs 52 which bear against the Wall of-the car or a 7 art thereof, the. form and function of t ese springs being the same as in the instance of the springs 35 shown at Figure 16. y

The outer stop 19' is the same in all respects as the outer stop heretofore 'described, and the felt channel 17 for the outer window'is confined between this stop and the center stop 48, while the felt channel for the inner window is confined between the center-"stop and the inside stop 18, the latter having a ledge 53'which extends back of the felt channel which ledge is the'same in structure and function as the ledge 24.

In the instance of do'uble windows there.

are, of course, two sets offelt channels 'one set for each window, and the channels must all be properly supported and hacked, and the a. inside and outside stops are the same so far as their functions are concerned, and although we have not shown in these fi ures the various details heretofore set orth, nevertheless the felt channels will be adapted for windows thatwaryin size orare out of 'square, in the same manner as has been here-' tofore described, detailed illustrations and descri tions in these respects being deemed supe uous. I

The gutters. 51 in the extension stop are i in alinement with the space between the center stop and the inside stop and between the "center'stop and the outside stop, and the felt channels 17 are extended within these gutters and secured thereto in any suitable manner.

A Weatherstripping 54 is secured ma clip 55, and is aflixed to any suitable part of the car structure, and this clip causes this strip to bear against the inner face of the inside window pane. at a point sli htly above the window opening, and theo ject of this strip is not so much to serve as a weather stripping vbe the danger of accident to'the lass since the main portion of the-window when raised'is always within that part of the felt channels that is confined and equipped in the manner hereinbefore described, it is mere- 1y necessary that these channels where they are contained within the. as-su portsfor the sash w en raised.

0 course, all supports for the sash in the way of felt channels could bebmitted above the window opening, but therewould alwa s y the car,

shocks or the twisting or weaving o tters 51 shall act and it has therefore been deemed best to provide supports forthe glass above the sash opening. I t j If desired, the weather strippin like that heretofore shown and designated y thenumeral 25 may be adopted in the instance of the inside stops, but this is not deemed necessa 1 W iether the windows are single or double, it will be observed that there is no metallic connection between anypart of the outside and inside members of the window, construction, the Weatherstrip in and the felt chafinels heretofore descrdief acting as insulators against the transmission of heat or cold between these members, preventing water or dirt from entering the inside of the car and also serving to deaden all sound from the out- S1 e. v

Attention is particularly called to the fact ing elements along the sides, top and bottom,

and, moreover, the flexibility of the glass supports and mounting will take care of the weaving, twist and expansion of the car, particularly if constructed of steel, and will also that the glass is provided wtih shock absorbpermit ofthe necessary tolerances in applyterials are fully within the scope of this invention. V

By the elimination of the top rail and the side-stiles, a considerable area of clear vision .is added to the window, and this is a valuable feature and is very,.desirable. 7 J

What is claimed is 1. A railroad car window construction,

comprising a glass sash having a bot-- tom rail only, felt channels "at the sides.

of the window opening within which the side edges of the glass track, stops af the sides of the window opening which resiliently emindependent of s'ai stops for resiliently backing the rear fa ces of said channels,'lift handles and sash holders carried by said raiLin brace the sides onl of said channels, means I juxtaposition, and co-operating means at the sides of the window casing for holding the sash in different elevations.

V 2. A railroad car window construction,

comprising inner and outer stops at the sides of the window opening, channels of suitable material confined between said stops, :1; window sashconsisting of a glass pane without top rail or side stiles the sides of which pane track within said channels, a, bottom rail secured to the lower edgeof said pane and confined at its ends between said stops, and means for causing at least one of'said stops to bear resiliently against the sides of the felt channels;

3. A construction as in claim 2, further distinguished in that the felt channels are backed by resilient elements that are independent of the inside and outside: stops,

whereby glass panes of uniform width may be adapted to 'window openings of varying widths.

- 4. A construction as in claim 2, in which a separate sill stop is provided which has a 2 horizontal seat for the bottom rail and an inclined portion which is secured to the slope of the car sill which seat is elevated above all portions of the stop outside the seat.

5. A construction as in claim 2, in which the .window sill is provided with a stop having a step whose riser is inclined, while the bottom rail carries a depending weather stripping throughout the length of said rail, said stripping impinging resiliently against said riser when the sash is closed. c

' 6..A construction as in claim 2, in which a weather stripping is secured at the top of the window opening independent of theglass pane and constantly bears against the latter 40 throughout its width.

7. A construction as in claim 2, in which weather strippings extend from the backs of the channels and are interposed between the inside stops and the outside stops, said stripping being confined between the window casing and the outer edges of the outside stops. m

a weather strippingis adjacent to the backs of the channels and guards the inner stop against water or dirt that may enter between I said channels and the outside stop, the outer portion of said stripping being confined between the window casing and the outer edge or dirt entering at that'point.

9. A double window construction for railroad cars, comprising outside and inside stops and center stops, the latter provided with extensions that have lateral gutters which project up within the head ofthe car and are 'alined with the spaces between the center stops' and the outside and inside stops, felt channels confined between the, center stops and theoutside andinside stops and extended 8. A construction as in claim 2,-in which of the'outsidestop to guard against water within said gutters, and window glasses withthe glasses, the sides of the latter extending beyond the ends of the bottom rails into saidof the channels, a glasspane without-top rail or side stiles, the side edges ofwhich pane track within said channels, a weather stripping secured adjacent the top of said opening and constantly bearing against said pane throughout'its width, a weather stripped sill stop having an elevated horizontal seat and provided with a step whose riser is inclined, a rail secured'to the bottom edge of the pane 'and extending between said stops and nor' mally contacting said seat, and a weather strippingdepending from said rail throughout its length and adapted to impinge resilout top rails or side stiles but havingbottom rails that are secured to the loweredges of iently against saidriser when the sash is closed, whereby the window closure is weather stripped at top, bottom and sides, while the glass/pane is resiliently mounted at the top, sides and bottom and is adapted to window openings of varying widths.

11. The herein described railroad car window construction in which the top, bottom and sides of the glass are weather stripped and all parts of theconstruction outside the sash are insulatedfrom the inside parts.

12. A construction as in claim 2,'in which the outer exposed legs of the channels are shielded as against water or dirt by a waterproof material which is in contact with the. outside surface of the glass.

13. A construction as in clarm 2, in which the channel is contained within a &metal trough whose outer side is bent inwardly and curled back and bears resiliently against the outer face ofthe glass, a waterproof tape between said side and the outside stop and having its edge housed within said curled back portion and extending beneath the trough and confined between the outside stop and the window casing.

14. A railroad car window construction, comprising aglass pane without top rail or side stiles and having a bottom rail secured to'vits lower edge, suitable channels at the sides ,of the window opening in which the edges of the-glasstrack, and independent means for respectively and resiliently supporting said channels at the sides and at the normally seated on a fixed window sill, the

, alinement of the bottom rail in relation the fixed silL- 16. A railroad car window construction,

ccomprising a glass. sash, felt channels at the sides of the window opening within which the side edges of theglass track, inside and 10 outside stops which embrace the sides of the channels, and gneans for resiliently backing I the rear faces of said channels.

In testimony whereof we aifix our signstures hereto. v

- JOHN L; MOHUN.

HENRY PIESCH.

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