US2479833A - Window mounting - Google Patents

Description

L. S. GREENMUN WINDOW MOUNTING Aug. 23, 1949.

3 Sheets-Sheet 1 Filed Aug. 26, 1944 LEG $.GREENMUN. BY fabwd 1.. S. GREENMUN wnwow MOUNTING Aug. 23, 1949.

I5 Sheets-Sheet 2 Filed Aug. 26, 1944 I/ INVENTOR. LEO s GREENMUN.

BY MOAMKM 55 ,zlyy l I, 0 7 ,7 4

Patented Aug. 23, 1949 UNITED STATES PATENT OFFICE 2,479,833 WINDOW MOUNTING Leo S. Greenmun, Johnson City, N. Y.

Application August 26, 1944, Serial No. 551,406

Claims.

This invention relates, as indicated, to means for ventilating automobiles, but has reference more particularly to a novel window and shutter arrangement for accomplishing such ventilation, and to novel means for raising and lowering the window as well as for preventing unauthorized attempts to open the window.

A primary object of the invention is to provide ventilating means of the character described which can be easily and quickly installed on an automobile, and which, when installed, can be arranged and adjusted to provides. wide variety of ventilating efiects, without, in most cases, permitting entry of rain, dust and dirt into the automobile.

Another object of the invention is to provide ventilating means of the character described, which is of simple design and inexpensive to manufacture, and which requires little or no servicing to maintain in effective operating conventilating means of the character described, em-

bodying a novel window elevating and lowering mechanism.

A still further object of the invention is to provide ventilating means of the character described embodying means for preventing unauthorized attempts to lower the window, so as to prevent access to the interior of the automobile by unauthorized individuals.

A still further object of the invention is to provide means for permitting the window to rock laterally so as to compensate for out-of-square conditions and misalignment, as well as to resist breakage or damage in the event that the ,window is accidentally pushed laterally to an undue extent.

Other objects and advantages of the invention will be apparent during the course of the following description:

In the accompanying drawings, forming a part of this specification, and in which like numerals are employed to designate like parts throughout the same,

Fig. 1 is a fragmentary side elevational view of an automobile door, with portions broken away to more clearly show the window elevating and lowering mechanism;

Fig. 2 is a cross-sectional view, taken on the line 22 of Fi 1;

Fig. 3 is a cross-sectional view, taken on the line 3-3 of Fig. 1;

Fig. 4 is a fragmentary cross-sectional view, taken on the line 4-4 of Fig. 1;

worm gear l2 and is journalled for rotation in a Fig. 5 is a cross-sectional view, taken on the line 55. of Fig. 1;

Fig. 5a is a fragmentary perspective view, showing the preferred form of window locking means;

Fig. 6 is a fragmentary cross-sectional view, taken on the line 6-6 of Fig. 1;

Fig. 7 is a fragmentary cross-sectional view, taken on the line 1-1 of Fig. 1;

Fig. 8 is a fragmentary elevational view, showing the complete path of movement of the doorwindow;

Fig. 9 is a fragmentary cross-sectional view, taken on the line 99 of Fig. 8;

Fig. 10 is a view similar to Fig. 1, but showing the locking action on the window when unauthorized attempts are made to lower the same;

Figs. 11 and 12 are views similar to Fig. 6, but showing the lateral movements of the window permitted by the resilient mountings thereof;

Fig. 13 is a view similar to Fig. 4, but showing a modified form of shutter operating mechanism, and

Fig. 14 is a view similar to Figs. 1 and 10, but showing a modified form of window locking mechanism.

Referring more particularly to Figs. 1 to 12 inclusive, there is illustrated a car door I of more or less conventional form, and having a window opening 2, the front edge 3 of such opening sloping downwardly and forwardly, in accordance with conventional construction.

The door I is provided with a window 4 which, in outline, conforms generally with the shape of the window opening, and has a front edge 5 which is substantially parallel with the edge 3 of the window opening, it being noted that the portion of the door frame, which has the window opening, is recessed as at 6 (Fig. 3) for the reception of the edge 5 of the window when the window is in fully closed position.

In order to provide a desired type of no-draft ventilation for the automobile, a glass shutter I is provided, which extends substantially parallel with the edge 3 of the window opening 2, and has secured to its upper edge a metallic holder 8 (Fig. 2) of channel-shaped cross-section having an embossment 9 struck therefrom to provide a pivot point for entry into a corresponding conical seat I0 in the door frame. The shutter I has secured to its lower end a metallic holder ll of channel-shaped cross-section, to the lower face of which a worm gear I2 is secured, preferably by welding. A set screw l3 extends through the door frame and axially into the worm gear I 2, so that the shutter I may be rotated about an axis which passes through the center of the conical seat Ill and the center of the set screw I3.

For the purpose of thus rotating the shutter 1, a worm I4 is provided which is in mesh with the amasss sleeve bearing I5 which is mounted in and extends transversely of the door frame. The worm gear shaft extends into the interior of the car, as shown in Fig. 4, and is adapted to be rotated by means of a crank handle IS. The worm and worm gear are enclosed in a suitable housing 11 having a removable cover i8, removal of which permits access to the worm and worm gear for replacement purposes or for oiling or greasing these parts.

When in the closed position, shown in Figs. 1, 2 and 3, the glass shutter fits into a rabbeted opening l9 in the door, precluding entry of dirt and water into the joint between the shutter and the door.

With the shutter 1 closed and the window 4 partially open, a suction is created by the movement of the car, drawing foul air from the interior of the car.

With the shutter closed and the window opened to a reater extent, a moderate positive ventilation of the car is efiected.

With the window 4 partially open and the shutter open, as indicated by the dotted lines in Fig. 3, a direct breeze or ventilating effect within the car is produced.

In all cases in which the shutter is in closed position, a desired ventilation of the car may be effected without permitting rain to enter the car, a condition which is difilcult to obtain with present-day ventilating features on automobiles. In this connection it may be noted in Fig. 1 that the portion of the door panel at the upper left corner of the door has been so modified that the front edge 5 of the window 4 can be opened to a substantial extent before the upper left corner portion of the window clears the door panel. This permits a desired ventilation, while precluding any possibility of rain entering the car.

It will be noted that the glass shutter l is so mounted, that by unscrewing the set screw it, the shutter may be removed from the door for replacement purposes. This is an important feature of the invention.

The window 4 has its bottom edge enclosed in a channel strip 20, to which is spot welded,'

adjacent its forward end, a pair of longitudinallyspaced clips 2| of generally U-shaped cross-section and having metallic blocks 22 rigidly secured therein adjacent the bases thereof. These clips normally rest on the horizontal flange 25 of a plate or bracket 24, a portion 25 of which is in v the form of a segment of a gear, which is reinforced by means of an arcuate member 26 having gear teeth aligned with the teeth of the segment 25 of the plate 24.

The bracket or plate 24 is mounted for rotation or pivotal movement about a stub shaft or pin 217, which is secured to a stamping 28 by means of a castellated nut 29, maintained against rotation by means of a cotter pin 30,'which extends through the shaft and is normally disposed in one or the other of the radial slots in the head of the nut. A tension washer 3| is interposed between the head of the stub shaft 27 and the bracket 24, and a fibre braking washer 32 is interposed between the bracket 24 and the stamping 24. By this arrangement, the resistance of the bracket 24 to pivotal movement about the shaft 21 may be adjusted in a desired manner.

For the purpose of rotating the bracket 24 about the shaft 21, so as to move the window 4 to various positions, a pinion 33 is provided which is rigidly secured to a shaft 34 which is journalled in the stamping 28. The pinion 33 is in mesh with the gear segment 25, and may be rotated by means of a crank (not shown) which is accessible to the driver of the car, being disposed on the inside of the door.

5 The window operating mechanism which has been described forms a unit which is mounted on the door frame within the hollow space of such frame. By the use of such mechanism, the window 4 may be moved between the extreme closed position shown in solid lines in Fig. 8 to the other extreme position of movement indicated by the dotted lines in said figure. Throughout its downward movement, the window slides in a felt-lined channel 35 which is rigidly supported on the door frame, and is thus maintained against rattling at all times, and is protected against shock.

To facilitate movement of the window 4 to its various positions, a balance spring 36 is provided, which is anchored at one end to the stamping 28, 20 and engages the channel strip 20 at approximately the center of such strip.

Means have also been provided for permitting the window 4 to rock laterally about its mounting on the flange 23 of the bracket 24, so as to compensate for out-of-square conditions and misalignment, as well as to resist breakage or damage in the event the window is accidentally pushed laterally to an undue extent.

Such means is best shown in Figs. 1, 6, 10, 11 and 12, and includes lost motion links or studs 31 which extend through slots 38 in the flange 23 and are in threaded engagement with the blocks 22 in the clips 2|. The studs 37 have heads 39 between which and the flange 23 are interposed compression springs 40. The slots 38 are sufllciently long to permit a slight degree of lateral movement of the studs so as to permit tilting movement of the window 4 to one side, as shown in Fig. 11, or to the opposite side as shown in Fig. 12, the flange 23 serving as a fulcrum during such movement. Incidental to such tilting movement, the springs 40 are slightly compressed, but upon release of pressure upon the window, the springs restore the window to the normal vertical position shown in Fig. 6.

Means have also been provided for preventing or discouraging attempts to open the window by a direct downward push upon the window, particularly by persons or individuals who have not been authorized to gain access to the interior of the car, such means being best shown in Figs. 1, 5 and 10.

For this purpose, the stamping 28 is provided adjacent its upper end with an arcuate slot 41,

which is concentric with the stud 21 and is provided at its upper edge with ratchet teeth 42. The clip 2| at the forward end of the channel strip 20 has welded or otherwise secured thereto a latch member 43 having a downwardly and forwardly extending arm 44 which projects into the space between the bracket 24 and stamping 28 and is provided with a tooth or pawl 45 which extends into the slot 4 l When the window is lowered in the normal way, as by rotating the shaft 34, the pawl 45 merely rides upwardly in the slot 4| and does not in any way interfere with the operation of opening the window.

When, however, an attempt is made to force the window open by pressure applied to the window in the manner indicated in Fig. 10, the rear clip 2i will tend to rock in a counter-clockwise direction on the flange 23 as viewed in Figs. 1 and .10, causing the springs 40 to be slightly compressed, the spring under the forward clip being compressed to a greater extent than that under the rear clip, (see Fig. and permitting the latch member 43 to be elevated to a slight extent, but sufficiently to cause the upper end of the pawl or tooth 45 to engage one or the other of the ratchet teeth 42, thereby effectively looking tthe window against further downward movemen This locking action is facilitated by virtue of the friction which has been set up between the bracket 24 and stamping 28, and which permits the rocking movement which has been described to be set up before such friction is overcome. The friction between the bracket 24 and stamping 28 is constant, being maintained through the use of the elements 29, 30, 3| and 32, which have been described;

Referring now to Fig. 13, there is shown thereis shown therein a modification of the shutteroperating mechanism which permits all of the operating parts to be housed in a conventional type door, without the necessity of providing bulged-out parts to accommodate the operating mechanism, as in Fig. 4. In this case, the shutter is mounted to rotate about an axis 45 which is disposed within the space between the door panels, and is adapted to be rotated by means of a worm 41, through the intermediary of a worm gear 48 and a worm pinion 49, all of which parts are disposed within the confines of the door panels. Acess to these parts for repair or replacement purposes may be had through an open ing (not shown) in the innerpanel 50 of the door.

Referring now to Fig. 14, there is disclosed therein a modification of the means for locking the window 4 to forestall opening thereof by a direct downward push. In this case, the channel strip 20 has welded thereto a plate 5| having an arcuate edge 52. A trigger member 53 is provided, which is pivoted as at 54 to the frame of the door 55, this trigger member having gear teeth 56 which are in mesh with the teeth 25 of the plate 24. The arcuate edge 52 is concentric with the pivotal axis of the trigger 53. The trigger 53 is provided with an arcuate edge 51 which is spaced slightly from the edge 52 and is concentric with the latter. 4

When the window 4 is lowered in the normal way, as by rotating the shaft 34, the teeth 25 of the bracket 24, which are in mesh with the teeth 56 of the trigger 53, will cause the trigger to rotate about its pivoted axis 54, with the result that the arcuate edge 51 of the trigger will remain in uniformly spaced relation to the edge 52 of the plate 5|, so that no interference is created with the operation of opening the window.

When, however, an attempt is made to force the window open by pressure applied to the window in the manner indicated in Fig. 10, the window will rock on the bracket 24, as previously described in connection with Fig. 10, and the plate 5| will be depressed sufficiently to cause the edge 52 thereof to engage the edge 51 of the trigger. This brings about a wedging action between the plate 5| and the trigger, with the result that the teeth 56 and 25 become venting further downward movement of the window.

Although the aforesaid invention has been described particularly with reference to an automobile door, it will be understood that all or some of the features thereof may be incorporated in other parts of the automobile body, as for example, in connection with the rear body windows.

This application is a continuation-in-part of my abandoned copending application, Serial No. 531,317, filed April 1'7, 1944.

It is to be understood that the form of my invention, herewith shown and described, is to be taken as a preferred example of the same, and that various changes in the shape, size and arrangement of parts may be resorted to, without departing from the spirit of my invention, or the scope of the subjoined claims.

Having thus described my invention, I claim:

1. In combination with an automobile having a window opening, a movable window panel having a substantially horizontal lower edge, a strip secured longitudinally along said edge, a supporting bracket disposed below said strip, and means adapted to secure the window panel assembly yieldably to said supporting bracket, said means comprising spring pressed rods extending through said bracket and secured to said window panel assembly, one end of said rods being free, and means between the free ends of the rods and said bracket for maintaining the free ends of said rods in substantially spaced relationship to said bracket whereby said window panel assembly is normally urged into proximity to said locked, prebracket.

2. In combination with an automobile having a window opening, a window assembly comprising a window opening, a window assembly comprising a window panel and a reinforcing strip secured to the lower edge of said window panel; a bracket member adapted to support said window assembly along its lower edge; and longitudinally spaced means for resiliently connecting said window assembly to said bracket member, said means comprising threadedelements secured to said window assembly and having their free ends extending through said bracket member, and spring means interposed between said bracket member and said free ends, whereby said window assembly may be rocked laterally and longitudinally relatively to said bracket member.

4. In combination with an automobile having a window opening, a window assembly comprising a window panel and a channel strip secured to the lower edge of said window panel, a bracket disposed below said windowassembly, and means resiliently securing said window assembly to said bracket, said means comprising a lost motion connector joining said window assembly and said bracket and spring means engaging said connector to provide a lost motion take-up.

5. In an automobile having a window opening, the combination of a movable bracket, 9. window assembly overlying said bracket, a lost motion connector between said bracket and said window assembly, and resilient means engaging said bracket and reacting against said bracket and 7 window assembly to provide alost motion take- 6. In an automobile having a window the combination of a movable bracket, 9, window assembly, comprising a window panel, provided witha channel strip secured along its lower edge,

overlying said bracket, a lost motion connector interconnecting said window assembly and said bracket and having a portion thereof projecting below said bracket, and spring means engaging said portion of said lost motion connector in biased relationship to said bracket.

7. A combination, as defined in claim 6, in which said spring means comprises a compression coil spring mounted on said portion of said connector and engaging said bracket whereby to yieldably maintain said window assembly in juxtaposition with said bracket.

8. A combination, as defined in claim 7, in which said lost motion connector comprises a stud traversing said bracket and threadedly secured to said channel strip.

9. A combination, as defined in claim 8, in which oversize stud openings are provided in said bracket to permit limited universal movement of said window assembly relatively to said bracket.

10. In combination an automobile having a window opening, a window movable in a plane to open and close said opening, an operating arm beneath said window to move the same and resilient means carried by the arm and connecting the arm and window to permit movement of the window in a plane transversely of the plane of opening and closing movement.

LEO S. GREENMUN.

ans-masons 0mm UNITED STATE PATENTB Number Name v Y lhte 1,429,120 Wells .2. Sent. 12, um 1,484,875 Clas Feb. 28, 1924 1,578,125 Hull Mar. 23, 1926 1,612,480 Goldsmith et ai. Dec. 28, 1928 1,705,799 Woina -1 Mar. 19, 1929 1,713,088 Nicholson ..May 14, 1929 1,907,799 Hardtke May 9, 1933 1,919,749 Robinson July 25, 1933 1,991,017 Hickman et a1 Feb. 12, 1935 2,025,272 Crowell Dec. 24, 1935 2,066,286 Chandler Dec. 29, 1936 2,072,310 McMulien Mar. 2, 1937 2,073,878 Palmer Mar. 16, 1937 2,122,963 Susor July 5, 1938 2,125,543 Chandler Aug. 2, 1938 2,136,289 Edwards Nov. 9, 1938 2,145,668 Taylor Jan. 31, 1939 2,207,891 Mackey July 16, 1940 2,228,777 Nicholson Jan. 14, 1941 2,292,964 Nicholson Aug. 11, 1942 2,314,429 Simpson Mar. 23, 1943 2,348,838 Oishei May 16, 1944 FOREIGN PATENTS Number Country Date 442,942 Great Britain Feb. 14, 1936 453,923 Great Britain Sept. 21, 1936 482,147 Great Britain Mar. 24, 1938 555,987 Great Britain Sept. 15, 1943

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