US2311550A

US2311550A - Locomotive storm window

Info

Publication number: US2311550A
Application number: US362044A
Authority: US
Inventors: John B Kauffman
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-10-21
Filing date: 1940-10-21
Publication date: 1943-02-16
Anticipated expiration: 1960-02-16

Description

' J. B. KAUFFMAN 2,311,550

LOCOMOTIVE STORM WINDOW I Filed oct. 21, 1940 2 sheets-sheet 1 l INVENTR l JOHN B.- KAUFFMAN ATTORNEY ',Feb. 16, 1943.

flllL Fel-1.16, 1943. EL KAUFFMAN' 2,311,550

LOCOMOTIVE STORM WINDOW Filed Oct. 2l, 1940 2 Sheets-Sheet 2 5340 l /NVENTOR JOHN B. KA UFF/14A N ATTORNEY Patented Feb. 16, 1943 ames@ UNITED STATES DATEN? SENCE 2,311,550 LOCOMOTIVE STRM'. WZNDOW John B. Kauffman, Janesville, Wis.

Application October 21, 1940, Serial No. 362,044

'7 Claims.

The present invention relates to storm windows for locomotive cabs and more particularly to window structures of the general type adapted to project from the side of a cab.

An object of the invention is to provide a folding storm window which is adapted to be quickly and easily mounted in the window opening of a locomotive cab without the necessity for removing the usual sliding cab windows, `and which is adapted to t in Window openings of various sizes.

Another object of the invention is to provide a folding storm window which is readily adjustable to suit arm rests which may Vary in height.

A further object is to provide a storm window which can be quickly moved out of the way to permit an emergency exit of the engineer through the window opening of the cab, as in cases where the cab becomes lled with steam.

A still further object is to provide a detachable storm window which is capable of folding into a small space so as to facilitate handling and to permit storage in limited quarters, as in an engineers locker.

Still another object is to perfect details of construction generally.

In the accompanying drawings, illustrating certain embodiments of the invention,

Fig. 1 is a side elevation of a locomotive cab showing a storm window of the invention mounted thereon;

Fig. 2 is an inside elevation of the mounted storm window;

Fig. 3 is a sectional elevation taken generally along the line 3-'3 of Fig. 1;

Fig. 4 is a horizontal sectional view taken along the line 4--4 of Fig. 1;

Fig. 5 is a sectional View similar to Fig. 4, but showing the storm window in a passing position in its movement to open position;

Fig. 6 is another sectional view similar to Fig. 4, but showing the storm window fully opened to expose the cab window opening;

Fig. 7 is a sectional elevation taken generally along the line 1-1of Fig. 1;

Fig. 8 is a detail sectional view taken generally along the line 8 8 of Fig. l;

Fig. 9 is a detail elevation partly in section, taken generally along the line 9 9 of Fig. 4.;

Fig. l is a top view of the folded storm window as it appears when detached from the cab, and

Fig. 11 is a View similar to Fig. 8, but showing a modified form of construction.

In the drawings, the numeral I designates a locomotive cab having the usual window opening l 5 in its side wall. The opening is adapted to be closed by the usual pair of movable sashes I1 and I8 slidably mounted in horizontal outer and inner guide grooves or trackways I9 and 2li, respectively, at the inner side of the cab side Wall, these grooves extending in parallel relation adjacent the upper and lower edges of the window opening. The sashes ll and i8 are movable forwardly along their grooves to expose the window opening so that the engineer may lean out of the opening to view the track and observe signals. The cab is provided with the usual arm rest 2| extending along the bottom edge of the window opening, the arm rest commonly including a cushion or pad member 22.

The cab window opening is made rather large, not only to provide good visibility but also to form .an emergency exit for the engineer, so that he may quickly escape from the cab in case of necessity. For example, the cab of a steam locomotive may become lled with live steam, as by the breaking of a gage glass. If the sashes Il and i8 happen to be closed during such accident they can be slid quickly to their open position.

In accordance with conventional practice, the sashes are closed in severe weather, but because of poor visibility it is usually necessary to open the sashes at intervals to permit the engineer to project his head outwardly through the window opening and thus improve his View. Such eX- posure, however, may cause considerable physical `discomfort and pain.

lpivotally connected sash members or panels,

preferably a pair of narrow end sash members 23 and a pair of wider intermediate sash members 24, each sash member consisting of a rectangular frame Z5 having therein a pane 2% of glass or other transparent material. In some instances the sash members may be of the same size. The sash members are pivotally connected by hinges 2l the axes of which are vertical, so that the articulated sash assembly thus formed may be folded together in plaited or accordion fashion, as shown in Figs. 6 and 1f). When the assembly is folded, the outer faces of the sash members 24 are adjacent each other, and the inner faces of the sash members 23 are adjacent the inner faces of the sash members 24, the several sash members being approximately parallel.

The end sash members 23 are pivotally connected by Vertical-axis hinges 28 to respective front and rear attaching

posts

29 and 39 which are adapted to extend at opposite ends into the guide grooves 29 of the cab and to slide along these grooves. As seen in Fig. 7, each post comprises a main bar 3| to the inner face of which upper and

lower extension bars

32 and 33, respectively, are adjustably secured by bolts 34 having thumb nuts 35 thereon. The end sash members 23 are hinged to the main bars 3| of the posts and these bars preferably project above the upper edges of the sash members. The extension .bars have longitudinal slots 36 to receive the bolts therethrough and are further provided with longitudinal channels 37 aligned with the slots to receive guide ribs or strips38 secured toV the main bars 3|, thus permitting longitudinal adjustment of the extension bars along the main bars. The extension bars permit the posts to be applied to cab windows of different height and to fit guide grooves of different depth. The arm rest 2| and its pad 22 may Vary in height on different cabs, Ybut this variation is accommodated by the lower extension bars.

The main bar 3| of the front post 29 is adapted to abut against the rear edge of the standard sliding sash l1, and the

extension bars

32 and 33 of this post are wider than the main bar and are adapted to lap the inner face of the sash as seen in Figs. 2, 4 and 8. 'I'he

extension bars

32 and 33 of the rear post 30 are narrower than the main bar thereof, so as to provide a lapping fit with the rear portion of the cab window frame, as seen in Figs. 2 and 4.

A bottom panel or shelf 39, forming an auxiliary arm rest, extends between the parallel end Ysash members 23 of the outwardly extended sash assembly, as seen in Figs. 3 and 4, and is detachably supported on these sash main bars, preferably by providing the opposite ends of the panel with pins or dowels 49 detachably tting in holes or' sockets 4| in the sash members. The outer edge of the bottom panel extends along the inner faces of the aligned intermediate sash members 24, and the inner edge extends over the arm rest pad 22. The panel preferably has a slight inward slope, as seen in Fig. 3. When the bottom panel is in place, the hingedly connected sash members are held in their extended position forming a bay window and cannot collapse.

The upper end of the extended sash assembly is covered by a suitable detachable canopy or roof 42 comprising a body o'f canvas or other suitable textile fabric carried by the 'assembly and by a light resilient rod 43 of wood or metal, the opposite ends of which selectively fit in vertically spaced openings 44 formed in the upper extension .bars 32 of the

posts

29 and 30. The outer edge portions of the canopy overlap the upper edge of the sash assembly and in some instances are detachably secured thereto, as by one or more fasteners 45. As seen in Figs. 9 and 10, spring fingers or clips 46 are secured to the upper edges of the end sash members adjacent thev posts. These clips are adapted to detachably retain the lower edges of the canon?,l end walls.

The front sash member 23 is provided with a suitable swingably mounted wiper 41 to remove mist, rain and snow. If desired, a similar wiper may be provided for the rear sash member.

In the modified form of construction shown in Fig. ll, the main bar of the front post 29 carries a U-shaped spring metal clasp 48 for gripping and retaining engagement with the rear edge portion of the sliding sash When the device is to be installed on a locomotive cab the articulated sash assembly is projected through the window opening from the inside of the cab, the bottom edges of the end sash members 23 resting on the arm rest pad 22. The bottom extension bars 33 of the sash posts are then slid downwardly along the main bars 3| to enter the lower inner guide grooves and to bottom therein, and the associated thumb nuts 35 are then tightened. The top extension bars 32 are projected upwardly to enter the upper inner guide grooves 20, and the associated thumb nuts are tightened. If necessary, the bottom extension bars are readjusted, so that the weight of the window assembly will rest cn these extension bars and the bottom edges -of the end sashes 23 will be capable of sliding easily over the arm rest pad. The posts, inV their nal adjustment, are capable of sliding along the grooves 2D and are movable relatively apart, as to the position seen in Fig. 5, to admit the bottom panel 39 and the rod 43 of the canopy 42, this canopy having been secured to the sash assembly by one or more of the fasteners 45. The posts are then moved relatively toward each other to cause the end sash members 23 to engage the doweled ends of the bottom panel, the parts assuming the position seen in Fig. 4. At the same time the ends of the canopy rod 43 are entered into the selected openings 44 of the upper extension bars 32. In some instances the canopy is further secured to the sash assembly by more of the fasteners 45. and the lower edges of the canopy end walls are engaged by the clips 46. If the rear post 30 is not already in engagement with the rear edge of the window opening, the sash assembly is moved rearwardly to effect such engagement. The sash is slid rearwardly to the front sash post 29 to complete the closure of the window opening, the parts then occupying the position seen in Fig. 4.

When the device is in use it forms a projecting enclosure into which the engineer may extend his head, so as to have clear vision forwardly and rearwardly, as well as laterally, without exposing himself to inclement weather.

In th'e event that it becomes necessary for the engineer to use the window opening as an emergency exit, as in the case of the cab becoming accidentally lled with live steam, the storm window can be quickly moved out of the way. This is accomplished by sliding the front sash post 29 forwardly, as to the position seen in Fig. 5, this operation releasing the detachable bottom panel 39 from the end sash members 23, releasing the ends of the canopy rod 43 from the upper extension bars 32, and forwardly displacing the slidable sash The hingedly connected sashes tend to move inwardly toward a position of .alignment with the window opening, thus impelling the-bottom panel inwardly and causing it to drop at the inside of the cab. As soon as the bottom panel is thus released, the rear post 33 is slid forwardly along the guide grooves 24, causing the sash' assembly to fold up in plaited or accordion fashion and to occpy a small space at the front end of the window opening, as seen in Fig. 6, the several sash members being approximately parallel and extending transversely of the window opening. The engineer thus has a large clear open space through which to escape from the cab. Instead of moving the folded sash assembly to the front end of the window opening, as seen in Fig. y6, it may be moved to the rear end of the opening. vIn Veither case, vthe intermediate sash members 24 ofthe folded sash assembly project only slightly into thecab so :as to avoid interference with operating mechanism and the movements of the engineer.

The storm window, when in Vuse, projects a short distance from the cab side wall and .comes within the usual clearance limits. However, in special cases, where the locomotive may be lrequired to pass obstructions with very little clearance, the device can be temporarily retracted 'in the manner indicated in Fig. 5, and, if desired, the hingedly connected sash members can be aligned with the sash l1.

In clear and pleasant weather the sash' assembly may be left on the cab in folded condition, as seen in Fig. 6, the greater part of the window opening being left exposed. Obviously, the folded assembly can be moved to either end of the window opening. It is sometimes desirable, however, to remove the sash assembly from the cab, and this can be easily and quickly done by retracting the upper extension bars 32 from the upper guide grooves 2l), and withdrawing the assembly into the cab. The detached sash assembly is folded as shown in Fig. l0, and can be stored in a small space, the assembly being sufiiciently compact to permit placement in an engineers locker. The height of the assembly can be reduced by retracting the upper and lower extension bars 32 and 33.

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

l.. In combination with a cab wall having a window opening therein and guide grooves adjacent the upper and lower edges of said opening and further having an outwardly projecting arm rest adjacent the lower edge of said opening, a storm window for said opening comprising a series of hingedly connected sash members foldable into plaited relation and including end sash members and intermediate sash members, said end sash members normally projecting outwardly over said arm rest, and posts hingedly connected to said respective end sash members at the side edge portions thereof adjacent said window opening and having ends mounted in said grooves, said posts including longitudinally adjustable extension elements at their lower ends slidably engageable in the lower guide groove and supporting said end sash members at an adjusted elevation to pass over said arm rest, said posts being slidable relatively together along said grooves to contract said sash members into approximately parallel plaited relation.

2. In combination with' a cab wall having a window opening therein and grooves adjacent the upper and lower edges of the opening, a storm window normally projecting outwardly from said opening and comprising four sash members hingedly connected together in serial relation and having parallel hinge axes, said sash members consisting of a pair of end members and a pair oi intermediate members and being foldable into plaited relation, said end sash members normally projecting outwardly from said window opening, posts hingedly connected to said end sash members at the side edge portions thereof adjacent said window opening and on axes parallel to said rst named hinge axes, said posts having upper and lower ends slidably mounted in said grooves, and a bottom panel detachably supported and retained by said end sash members and normally positioning said sash members to form a projecting enclosure, said posts being slidable relatively apart valong said grooves to release said bottom panel from said end sash members.

3. In combination with a cab wall having a window opening therein and guide grooves adjacent the upper and lower edges of said opening and further having an arm rest adjacent the lower edge of said opening, a storm window for said opening comprising a series of hingedly connected foldable sash members including intermediate sash members and end sash members, the latter normally projecting outwardly `from said opening and over said arm rest, said sa-sh vmembers being foldable into plaited relation,

mounting means for said window including -parts secured to said end sash' members and slidable in said grooves, and a bottom panel extending between said end sash members and over said arm rest, said bottom panel being detachably supported and retained by said end sash members and normally positioning said sash members to :form a projecting enclosure, said parts being slidable relatively apart along said grooves to release said bottom panel from said end sash members and to retract said intermediate sash members, and said bottom panel when thus released being slidable inwardly over said arm rest under the urge of the intermediate sash members.

4. In combination with a cab wall having a window opening therein and guide grooves adjacent the upper and lower edges of said opening, a storm window comprising a series of hingedly connected sash members foldable into plaited relation and including end sash members normally extending outwardly from said opening, and posts hingedly connected to said end sash members and having ends mounted in said grooves, said posts being slidable relatively together along said grooves toward an end of the window opening to fold said sash members into approximately parallel plaited relation and thus expose said window opening to form an emergency exit for the engineer.

5. In combination with a cab wall having a window openin-g therein and guide grooves adjacent the upper and lower edges of Said opening, a storm window comprising a series of hingedly connected sash members foldable into plaited relation and including end sash members normally extending outwardly from said opening, posts hingedly connected to said end sash members and having ends mounted in said grooves, and a canopy for said window having supporting means detachably engageable with the upper portions of said posts, said posts being slidable relatively apart along said grooves to release said canopysupporting means from said posts.

6. In combination with a locomotive cab wall having a window opening therein and guide grooves adjacent the upper and lower edges of said opening, a storm window for said opening comprising a series of hingedly connected sash members foldable into plaited relation and including end sash members and intermediate sash members, said end sash members having supporting parts with upper and lower projections slidably engaging in said guide grooves, said end sash members normally projecting outwardly from said opening and said intermediate sash members normally extending parallel to said opening, said supporting parts for said end sash members being movable relatively together along said grooves toward an end of said window opening to fold said series of sash members into approximately parallel plaited relation with the intermediate sash members between the end sash members and to thus expose said window opening to form an emergency exit for the engineer.

7. In combination with a locomotive cab wall having a window opening therein and guide grooves 4adjacent the upper and lower edges of said opening, a storm window for said opening comprising a series of hingedly connected sash members foldable into plaited relation and including end sash members and intermediate sash members, said end sash members normally projecting outwardly from said opening, supporting bars pivotally secured to said end sash members, the pivotal axes of said bars being substantially parallel to the hinge axes of said sash members,

and extension members adjustably secured to each supporting bar to project fromthe opposite ends thereof and slidably engaging in said upper and lower guide grooves, said extension members being longitudinally shiftable with respect to their associated supporting bars to adjustably elevate said sash members with respect to the lower edge of said window opening and to fit window openings of different height, said bars being movable relatively together toward an end of the window opening to fold said sash members into approximately parallel plaited relation and thus expose said window opening to form an emergency exit for the engineer.

JOHN B. KAUFFlVIAN.