US1870227A - Railway car - Google Patents

Description

RAILWAY CAR Filed May 1, 1929 8 Sheets-Sheet l J. R, BLACKHALL. ET AL Aug. 9, 1932.

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Patented Aug. 9, 1932 UNITED STATES PATENT \OFFICE JOHN ROBERT BLACKHALL, OF HIGHLAND PAR-K, AND HARVEY S. PARDEE, OF RAVINIA,

' ILLINOIS; SAID PARDEE ASSIGNOR TO SAID BLACKHALI:

RAILWAY can Application filed May 1, 1929. Serial N0. 359,480.

This invention relates to railway cars, and with regard to certain more 'specific'features, to electric railway cars.

Among the several objects of the invention may be noted the provision of an improved railway car which is light, yet rigid in construction, which is adapted to all the exigencies of heavy and fast traflic and which at the same time will be economical of construction and operation; and the provision of a car of the class described having 1mproved structural features for accomplishing the above. Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly comprises the elements and combinations of elements, features of construction, and arrangements of parts which will be exemplified in the structure hereinafter described, and the scope of the application of "which will be indicated in the following claims.

I In the accompanying drawings, in which is illustrated one of various possible embodiments of the invention,

Fig. 1 is a side elevation of the car;

Fig. 2 is a front elevation of the car;

Fig. 3 is a longitudinal section taken on a median line;

Fig. 4 is a side elevation of an inner W111- dow frame; I p

Fig. 5 is a cross section taken on line 5-5 of Fig. 4;

Fig. 6 is a cross section taken on line 6-45 of Fig. 4;

Fig. 7 is a cross-section taken on lme 7-7 of Fig. 4;

Fig. 8 is a side elevation of an outer window frame;

Fig. 9 is a cross section taken on line 9-9 l0 of Fig. 8;

Fig. 10 is a vertical section along line 1 010 of Fig. 2 taken through a window mullion at the end of the car;

Fig. 11 is a cross section through a front, side window taken on line 111l of Fig. 2;

Fig. 12 is a horizontal section taken along line 12-12 of Fig. 10;

Fig. 13 is a horizontal section taken along line l313 of Fig. 11;

Fig. 14 is a vertical section taken at a side pier and also showing a heater arrangement;

Fig. 15 is a vertical section taken at a side window showing a window operating mechanism below the same;

Fig. 16 is a vertical section takenthrough the side of a car body at a mullion;

Fig. 17 is a lateral section, being an enlarged portion showing a roof detail;

Fig. 18 is a cross section showing the construction of the car side framing;

Fig. 19 is an enlarged longitudinal section taken along line 1919 of Fig. 2;

Fig. 20 is a continuation of the lower end of Fig. 19, being taken along line 2020 of Fig. 2; and,

Fig. 21 is a detail section showing the construction at the top ofthe side window.

Similar reference characters indicate corresponding parts throughout the several views of the drawings.

Referring now more particularly to Figs. 1 and 3, there is illustrated at numeral 1 a car body having a floor 3 and a roof 5 with suitable sides 7 and front and rear ends 9 and 11 respectively. As will be shown hereinafter, practically all of the body, floor and frame members therefor are composed of strong aluminum alloy, heat treated, tempered and rolled sheets and extruded structural sections. This means that the same strength as structural steel is had at about one ,third. of the weight of steel, the above being made possible by the construction hereinafter to be set out. The roof 5 is covered with a suitable cedar and canvas covering 13 (Figs. 17 and 19) and a drain spout or drip rail 15 is provided its edge. The roof canvas is stretched down over the cedar wood and at the edge caught under a strip 37 that is screwed to a substantially V-shaped drain spout or drip rail 15, the latter being composed of an extruded aluminum section. Hence the roof canvas is stretched tightly but easily removed. The drip rail is slotted at the outside of its V-shape at several points 2 (not over the doors or windows) in order to drain water away from said doors and windows and away from the car in general (see Fig. 17).

The inside ceiling 17 of the car is spaced downwardly from said roof 5, the roof being supported by suitable aluminum carlines.

The sides 7 of the body 1 are composed of inner walls 19 and outer walls 21, the former having the necessary thickness and strength for effecting rigidity and the latter comprising a lighter paneled covering 23, easily unscrewed if dented or otherwise damaged, as in an accident (see Figs. 14 to 17 Also, undamaged panels 23 may be removed for inspection purposes without damaging them. Screws 6 are shown for example in Figs. 14 and 15.

Referring to the car broadly, it may be noted that the drawings show a car with a single front entrance 53 but it is to be understood that a double-end car may be had by providing another entrance at the rear.

The car is interiorly heated by electric resistors 39 (see Fig. 14) placed along the sides of the car at the floor line next to and under the seats 43 which are also placed along the sides of the car. The heaters themselves comprise suitable coils placed on edge within a longitudinal guard 41 being energized from the electric circuits of the car. They are removable, which is an advantage.

Between the ceiling 17 and the roof 5 are provided sideward, longitudinal spaces 45 running the length of the car and divided from a central, longitudinal space 47 (see Figs. 3 and 17). Communicating with these longitudinal side spaces 45 are ventilation intakes 49, provided at the top front of the car, as illustrated in Fig. 2. The air which enters these intakes, because of the motion of the car, is conducted rearwardly and then forced down between the outer and inner walls 21 and 19 respectively (hollow sides of the car), and thence to openings 51 contiguous to the heaters 39 and out through the guards 41 to heat the interior of the car. The passage between the side walls 19 and 21 is effected by way of spaces 14 between car windows, ee Figs. 1, 14, 17 and 18) these spaces communicating with the longitudinal spaces 45 at the top of the car. The air is then drawn out through openings 16 communicating the interior of the car with the central passage 47. The air is drawn by an exhaust fan 8 located rearwardly in the central passage 47. The exhaust fan throws the air out rearwardly through a central opening 18. The arrows indicate the circulation.

As illustrated in Figs. 10 and 11, the ventilation intakes 49 are provided with louvres 62 which are rotatable on a horizontal axis and controllable from a single bar 64 by means of a lever 66, the latter being operated by a rod 68 from a suitable solenoid mechanism 70 which is under control of a thermostat 72. The thermostat is located within the car at or near the passenger compartment so that the temperature which is seen that the connection betweenthe roof and' the side of the car permits the passage of air downwardly to the heaters. The longitudinal wooden member 58 is discontinuous,

leaving openings above the passages 14.

It is to be understood that although, as described hereinbefore, a one man car with a single front entrance is herein shown, yet the same broad principle of ventilation may be applied to a double end car.

It is clear that the number of possible arrangements and/0r adjustments for circulation may be multiplied by placing other openable outlets and/or inlets 28 in the ends of the passages 20 and 22.

In Figs. 4 to 9 is shown an improved type of inner window frame or panel 139 for the windows, a plurality of the e panels being used on each side of the car. These panels are made of improved aluminum extruded sections joined by corner castings for purposes of lightness and accuracy. Each comprises a frame 141 sub-divided into three panels by narrow mullions 143, there being left the wider spaces 14 between the respective window panels for conducting air downwardly as mentioned above under the heating and ventilating heading (see Fig. 18).

In this connection it should be noted that the spaces 14 are located between piers 42, the window frames connecting with sa1d piers. As indicated 1n Fig. 5, each of these frames screws into position on the car and may be Referring to Figs. 1, 6, 8, 9, 15 and 18, it v will be seen that there is held to the outside of the car body, contiguous to the panel 139 a second frame 157 having a groove 159 therearound on the two vertical sides and top of each sub-panel 161 therein for the purpose of receiving a rubber or felt silencer 149 for sealing a window panel 151 which slides within the silencer in the groove 159. This outer frame 157 is also composed of extruded sectional aluminum sides 50 held together by corner castings 52,also for lightness and accuracy. An ea-ve 54 depending below the groove 159 permits the windows to be opened slightly on rainy days without water being the mullions 143. It is to be'understood that two mullions 143 are used with each pair of inner and outer removable window frames and that part of the groove 147 for the curtains is in the inner frame 139 and part in the mullions 143; also part of the window holding groove 159 is in the outer frame and part in said mullions 143 (see Figs. 4,

6 to 9 and 18). Space for the curtain roller 169 is provided above each window between the outer frame 157 and the inner frame 139 see Fig. 21). It is clear that the outer rame 157 may also be readily removed.

The lower sills 171 of the outer and inner frames arespaced so as to permit passage of the panes 151 downwardly into the space between the inner and outer walls 19 and 21 before the windows (see Fig. 15). Each pane is supported by a rubber dam 173, said member 173 having an outer metallic holder 175 and each pane is vertically operable by means of an automotive type of operating mechanism 177 controllable by a rotatable handle 179. The details of the mechanism 177, being known, will not be further described. Fig. 16 further shows the appearance of sections near the windows taken at some distance of the operating mechanism shown in Fig. 15.

The applications of the above principles to the window at the front and side of the car is shown in Figs. 10 and 11, wherein outer and inner frames 181 and 183 respectively are shown with a slidable pane 185 operable by a suitable mechanism shown at numeral 187. Figs. 10 and 12 show the character of the connection with a mullion 189 which is split and held together with screws along line 56 for providing means for glass placement. It will be noted that the mullions 143 for the side windows are likewise split (Fig. 7 Figs. 11 and 13 show an alternative window form used at the front of the car wherein the spaced inner and; outer frames form a groove 191 for guiding the curtain 193, the latter being rolled up in a space 195 above the window as was the case with the side windows described in 5 connection with Figs. 14 to 16 and 21. It will be noted that Figs. 10 and 11 also show the intakes 49 for circulating air.

Fig. 19 shows the construction at the upper front end of the car above the frame.

front win-. 7

tained.

As many changes could be made in carrying out the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Weclaim: V 1

1. A car body comprising sides having frames removably fastened to the inner wall and outside removable window frames fastened to the outer wall, said-frames having common mullions.

2. A car bod spaced inner an outer walls, inside window frames removably fastened to the inner wall and outside removable window frames fastened to the outer wall, said frames having common mullions, and spacing between suc-j cessive sets of frames functioning as air ducts.

3. In a railway car, side walls comprising piers, outside windowfr'ames located between pairs of piers, inside window frames located between pairs of piers, said frames abutting between piers, aninsi'de wall plate held between the inside frame and pier and an outside wall plate held outsideof'the outside comprising sides having In testimony whereof, we have signed our names to this specification this 26th. day of April, 1929. d

' JOHN ROBERT BLACKHALL.

HARVEY S. PARDEE.

dow wherein is shown a recess .199 behind which is located a car marker 201 which by- I means of a crank 203 is adapted to have the markings changed. The crank 203 is operated by the motorman who is nection between the ceiling 17 and the front end of the car. The front window205 is not adapted to be opened. However, it is ampl recessed as shown so that a. great chordal dislocated behind the front wlndow. Fig. 19 also shows the con- 80 spaced inner and outer walls, inside window

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