US2560272A - Stack cover mechanism - Google Patents

Description

July 10, 1951 J. w. BOSWELL ET AL STACK COVER MECHANISM 3 Sheets-Sheet 1 Filed March 19, 1947 E m E L L E w s 0 B W N. H 0 J an R m W W E c A R 0 H July 10, 1951' J. w; BOSWELL ET AL 2,560,272

' STACK COVER MECHANISM Filed March 19, 1947 s Sheets-Sheet? JOHN W, Boswsu I Homac: W. WATERS. /mj/fm July 10, 1951 J..W. BOSWELL ET AL STACK COVER MECHANISM 3 Sheets-Sheet 5 Filed March 19, 1947 uh kw Eran Zsrs.

JOHN W. BOSWELL. Haluc \A/. WATERS.

csl'ippery if coated with ice.

Patented July 10, 1951 ATENT ossl cs STACK COVER MECHANISM 301m W. Boswell and Horace Waters, Macon, Ga.

Application March 19, 1947, .SerialsNo. 135,746

8'Claims. l

Thisinvention relates to a stack covermecha- ,nism and more particularly to a cover mechanism for simultaneously covering or uncovering a plurality of exhaust stacks.

The present invention is particularly applicable for use with Diesel type locomotives to pre- ,vent ;moisture from. entering the exhaust. stacks when the Diesel engines are shutdown. As is well known, in the conventional type of Diesel -locom,0tive, the exhaust stacks extend vertically upwardfromthe roof of the locomotive andare open to the atmosphere. Accordingly, if the Dieselengines are shut down and the locomotive left in the o pen, it is readily possible for moisture .toenterthrough thev exhaust stacks and serious- ;lyldamage the cylinders and valves in the engines.

zHeretofore, it has been the usual practice to applythe exhaust stack covers by carrying them up ontop of the locomotive and manually placing them overeach stack. This is a-relatively time- ,consuming procedure, and in .freezing weather, can be a rather hazardous operation since the Lroof of a,ilocomotive isoval and becomes quite To ,.overcome these disadvantages, we have ,in-ventedastack cover mechanism which is carri'edonthe locomotive and which can be operated ,from within the locomotive cab. By a simple manipulation,,of a control handle, the locomotive exhaust stacks can be simultaneously covered oruncovered. Ourmechanism isrugged and reliableiin servicecand enablesthe person operating thejlocomotiveto know, .before heleaves the 1ocomotive cab, .whether the exhaust stacks are covered or uncovered; There is noneed to climb up onto the toner the locomotive to applyor remove the stack covers.

'Itis, therefore, an object ,of ourinvention to provide a rugged and reliable stack cover mecha- ,nism particularly adapted for useon locomotives to s mu taneously ov or un e the exha stacks.

Ibi anothe bj f ,ou inv ntion ,t pr

I vide a;s tack cover mechanism particularlyadapted for use on locomotives in which individual stack covers areattaohed to anactuating means common to eachof them which is operated from Within'the cab of the ,locomotive,thereby eliminatingthenecessity of a climbing upon the locomotive to applyor remove the covers .by hand.

Itpisstill another object of .our invention to provide a stack cover mechanism particularly adapted for use ,on locomotives which enables the opfirator of thelocomotive to .cover or unover'thejlocomotive exhaust stacks from within Qthelocomotive cab and to ,know, before he leaves exha s ack .common to-each of them which enters into and,

.is operated from within the cab of the;locomoti,v e

land in which means is provided to prevent the .10 entrance of moisture where the shaftienters the locomotive cab.

It is a still further object of our invention ;to provide a stack cover mechanism particularly adapted for use on lOCOmQtiVes in which individual stack covers argatt-ached :to an actuating shaft which includes flexible connections and i in which guide means are provided to prevenfibin d- .ingof the shaft during operation.

These and other objects and ,advantages.,,of.pur

invention will become apparent from the following description-taken in conjunctioniwithythe at- ,tached drawings in which:

Figure 1 is a side-elevation View showing a Diesel type locomotive withone formlof our stack cover mechanism.mounted thereon, said mechanism being :shown in stack closed position;

,Figure' 2 is1a plan view of'thesta ck cover mech- ,anism shown in Figure land also shows a' por- .tion of the roof of the locomotive;

Figure 3 is an enlarged cross sectional ..view so taken on line III-III of Figure 2 but withitne stack cover being shown in open of closed position as ,isshownin Eigure 2 Figure 4 :is :an enlarged end ,viewof the :staq'k cover .mechanism shown in Figures 1 and :2, ,as

.viewed vfrom ,the handle .-end cofkthe .mechanism Figurefi is an enlarged detail viewfillqwing the-manner in which thes'tack cover mechanism extends into the locomotive cab Figure 6 .is .a crossesectional ,view, taken on 40 lines VI VI of Figure ,5, showing the seal ar- .rangement; Figure '7 va. side elevation view showing {the upper portion .of ,a locomotive similar to that shown in Figure 1 ,with .an alternate jorm nf ourstack cover mechanism ,mountedthereon said cover mechanism being position;

Figure Bis ai-plan view of the stackcovermechanismshown in Figure 7 and also .showsja-por- ,tion of the [roof of .the locomotive shown rinil fig- .Figure 9 .is a view similar to thattof 7 Figure .-7 with the ,stack cover mechanism "losing ,lshown inrstack open position;

,Figure 1.0 isanenlarged plan view of thelocono i sn nstea h w i s a k t nsedof the locomotive erally by the reference numeral I4. 'tudinal shaft I4 has attached thereto a plurality of stack covers I5, which, --the drawings, are shown as covering the locomolong shaft were provided motive stack cover shown at the right-hand end of Figure 8, but with said stack cover being shown in stack open position; and

Figure 11 is a cross-sectional view taken on line XI-XI of Figure 10.

Figure 12 is a vertical cross-sectional view taken on line XII-XII of Figure 3.

While we have illustrated practical embodiments of "our invention as being particularly applicable to locomotive vehicles, it is to be realized that our invention is also applicable to other types of power plants having an exhaust stack and control cab arrangement with which our stack cover mechanism could be readily used. Accordingly, we do not intend, by our specific reference to locomotive vehicles, to restrict the scope of our invention solely to such vehicles.

In Figure l of the drawings, the roof ofthe Diesel type locomotive I is indicated generally by the reference numeral II and the locomotive cab is indicated generally by the reference numberal I2. Mounted upon the locomotive roof II are a plurality of individual brackets I3 which are positioned along a line extending lengthwise roof and to one side of the locomotive exhaust stacks I6, and which support sections of a longitudinal shaft indicated gen- The longiin Figures 1 and 2 of tive exhaust stacks I6.

This longitudinal shaft I4, which may be fdesignated as a control shaft, is made up of a plurality of individual shaft sections Il. As can be seen from Figures 1 and 2, these individual 'shaft sections I! extend longitudinally of the locomotive II] and above the roof II. joints I8 interconnect the individual shaft sec- -tions I! to provide a flexible articulated shaft arrangement. sections to guide and maintain them in substan- Universal The brackets I3 receive the shaft tial alignment. For example, each shaft section I'I above the roof of the locomotive is supported, between the universal joints I8, by one or more of the brackets I3 to maintain that shaft section steady and in alignment relative to the locomotive exhaust stacks I6. cent shaft sections may not be exactly in align- Of course, adja ment with each other because of the universal joint connection I8 between them. However, the

universal joints I8 are provided to permit some variation in alignment between the adjacent shaft sections in order that the individual secj tions will not bind against their support brackets I3 during operation of the stack cover mechanism. It should be apparent that if a single continuous along the roof of the locomotive, possible binding of this shaft might occur during usage of the mechanism and consequently, the articulated shaft arrangement provides the flexibility to guard against such a possibility. Furthermore, having separable shaft sections makes it possible to replace individual sections and stack covers more readily.

Each guide bracket I3 includes a horizontal flange I9 which is suitably secured, as by welding, to the locomotive roof I I. Each guide bracket also includes a substantially vertical body portion 20 having a hollow pipe 2I extended therethrough to form a journal. As can be seen from Figures 1 and 2 of the drawings, the hollow pipe 2| extends horizontally and equally from opposite sides of the body portion 20 of each bracket I3. This hollow pipe 2| thus forms a bearing which receives an individual shaft sec tion I1 and each of the hollow pipes 2| is of larger diameter than shaft section II carried by it so that the shaft section will not bind within the bearing member 2I and yet will be guided and supported by the bearing to prevent excess vibration or misalignment of the shaft section during operation of the locomotive.

The stack covers I5 are substantially flat metal members which are attached along one side to individual shaft sections II. In the embodiment of our invention illustrated in Figures 1 and 2, each stack cover I5 is shown as being of sufficient length to cover a pair of exhaust stacks I6. While this is a preferable arrangement, it by no means excludes the possibility of having an individual separate cover for each locomotive exhaust stack. Referring to Figures 2 and 3, the stack covers I5 are shown as being welded along an edge 22 thereof to a shaft section II. This, of course, rigidly connects the stack covers to the shaft sections so that, upon movement of the shaft sections, the stack covers will also be moved. While welding is employed by us as the means of attachment between the stack covers and the shaft sections, it is readily evident that suitable bracket attachments or rivet attachments could be used. Again referring to Figures 1 and 2, it can be seen that the individual stack covers are aligned longitudinally and are all attached along the same sideline to the control shaft I4 so that, upon movement of this shaft, all of the covers will move simultaneously.

At one end of the control shaft I4, a shaft section I? extends into the locomotive cab I2. Details of this arrangement are best obtained from Figure 5 of the drawings. There it can be seen that a hollow tube 23 extends at an angle to the horizontal through the roof '24 of the locomotive cab I2. A weld connection is made between the hollow tube 23 and the locomotive cab roof 24 as is indicated at 25 to exclude moisture from entering the cab where the tube enters the cab and to rigidly support this tube. The end shaft section II passes through this hollow tube and terminates at a handle 26 which is positioned within the locomotive cab I2. A'suitable socket connection 21 can be made between the handle and the end of the shaft section II. Where the shaft section I! enters the tube 23, a cap 21 is provided which contains an annular seal 28 for preventing moisture from entering the locomotive cab through the tube 23. Details of this arrangement can be observed from Figure 6 of the drawings. Preferably, the cap 21 is screwed onto the tube 23 and retains the seal 28 firmly in place. While the seal 28 prevents the passage of moisture into the tube 23, it is not so tight as to prevent free movement of the shaft section II.

At its end opposite the handle 26, the shaft section I1 is secured to a bifurcated member 29 which coacts with a similar bifurcated member 36 attached to the adjacent shaft section I! to form a universal joint I8. Of course, this type of universal joint is well known and forms, per se, no part of the present invention. By means of this type of universal connection the shaft sections can be simultaneously rotated even though they are not in longitudinal alignment.

In Figure 4 of the drawings, the handle 26 is shown in solid outline as being in handle closed" position. In this position of the handle, the stack covers I5 are likewise closed, as can be seen from Figure 4. The stack covers, of course, rest upon the exhaust stacks IS in closed position. To open the exhaust stacks, the handle 26 is rotated substantially as is indicated in dotted outline in ;Figure;4. When thisoccurs, the stack covers |likewiseare rotated substantially .180",

also indicated in dotted outline in Figure 4 and come torestuponsupport brackets 3| .which are Eachof these support brackets consists .of a metal member having a .body portion 32 in the form of an inverted V and oppositely extending foot flanges 33 and 34. The foot flanges aresecured, as by welding, to the roof ll of the locomotive and the body portion 32 is of substantially thesame height as an exhaust stack Hi. The

support brackets 3| are positioned with their foot portions :33 and34extendingelong a common line substantially parallel to the control shaft J4 and, being of substantially the same height as the exhauststacks l6, provide a support which will allow the stack covers |5 to rest substantially horizontal upon the brackets when inopen position.

In the embodiment of our invention illustrated in Figures 7-11 of the drawings, the stack cover mechanism is slidable between ,open and closed positions. Referring to these figures, 35 denotes the upper portion of a locomotive similar to the locomotive l6 shown in Figure 1 of the drawings. This locomotive 35 includes acontrol cab 36 and has a roof designated generally by the reference numeral 31. A plurality of exhaust stacks 38 project upward from the roof 3'! and, of course, these exhaust stacks are aligned lengthwise of the locomotive.

A plurality of exhaust stack covers 33 are in longitudinal alignment and, in the arrangement disclosed in Figures 7111 inclusive, one exhaust stack cover is provided for each pair of exhaust stacks 38 similarly to the provision of a stack cover l5 for each pair of exhaust stacks l5 previously described. Naturally, single separate covers could be provided for each exhaust stack if so desired. These exhaust stack covers 35 are substantially flat metal members, and each includes a pairpf openings and 4|, each of these openings being substantially equal in area to the area of each exhaust stack opening l3. As can be observed from Figures 8 and 10, the openings .40 and 4| are off-center lengthwise of the stack cover 39 so that there is a cover area 42 toone side of opening 43 and another cover area 43 between opening 40 and opening 4|. These cover areas 42 and 43 are sufficient to cover the exhaust stack openings .10 of a pair of adjacent exhaust stacks 38 when the stack cover 33 is positioned so that the opening 40 is between the exhaust stack openings. This latter positioning is illustrated in Figure 8 of the drawings and it can be seen that each exhaust stack 38 is effectively covered by the stack covers 39.

The stack covers 39 are interconnected by members 44, 45 and 45 which may be either metal rods or pipes. Referring to Figure 8, these connecting members are positioned to extend from the end of one stack cover to the end of the next stack cover along a center line drawn lengthwise of these stack covers. The connection between an edge of a stack cover 39 and its connecting member such as the members 44-46 inclusive, may be made by welding or riveting or some such equivalent means.

A shaft memberil'i is connected to and extends from the stack cover 39 nearest the locomotive cab 36 to a universal .joint connection 48. A coupling link 53 extends between the universal joint 48 and a second universal joint 49. From this latter universal jointa shaft member 5| extends through a tube or pipe 52 into the interiorof the locomotive cab :36. The hollow pipe 52 extends through the roof of the locomotive cab at an angle thereto and is rigidly welded inposition. The pipe 52 also has a seal construction 53 for preventingmoisture from entering the locomotive cab through the hollow pipe. This arrangement of the hollow pipe 52 including the seal. 53, is similar to the construction previously described with reference to Figures 5 and 6 of the drawings.

A. control handle 54 is attached to .an end .of shaft member 5| and this handle 54 is, of course, positioned on the inside of the locomotive cab 36. Since the stack covers 39 are interconnected by the connecting rods 44455, to form a rigid assembly, and since the shaft member .41 connects this assembly .to the connecting link 50, which is, in turn connected to the shaft member 5|, all of these members make a unitary mechanism which can be actuated from Within the locomotive cab 35 .by pullingor pushing upon the handle 54.

Each pair of adjacent exhaust stacks 3.3. is .prO- vided with a pair of stack cover guides 55 .and 58. Details of the .cover guide arrangement are best obtained from Figures 10 and 11. As viewed there, it can be seen that .guide 55 includes a flange 51 which is welded or riveted to the ex haust stacks, and an additional flange portion 53 which is reversely bent .to form a guide groove 59. Similarly, the cover guide 55 includes a flange 55, which is welded or riveted to the exhaust stacks, and an additional flanged portion 6| which is reversely bent as indicated to form .a guide groove .52 facing the guide groove 53. 'By means of these stack cover guides55 and 56, the stack covers 39 are maintained in proper alignment and against sideways shifting since the grooves, such as grooves :59 and 52 of the guide members, guide the edges such as edges '53 .and 64 of the stack covers. In addition, the. shaft member 41 passes through and is supported .by a guide bracket 55 and the connecting member 45 passes through and is supported by a guide bracket 66. The guide brackets .65 and 56 are constructed and function in similar manner to the guide brackets I3 previously described.

From the present description, it can be seen that when the control handle 54 is pushed until it abuts against the end 61 of hollow pipe :52

the individual stack covers 39 will have been pushed to the right as viewedin Figures 7-9, so that the openings 40 and 4| in each of these stack covers are out of alignment with the exhaust stack openings 10. Instead, the cover areas 42 and 43 are over these exhaust stack openings and hence the openings are closed against the entrance of moisture. When the control handle 55 is moved to the left as viewed inFigures '7,-9, the stack covers 39 are also moved to the left to bring the openings .40 and 4| of the stack covers 33 into alignment with the exhaust stacl: openings 10, thereby uncovering said openings. The amount by which the control handle 55 is moved depends, of course, upon the diameter of these various openings. As an aid, however, to enable the operator to know when the exhaust stacks are fully uncovered, the end stack cover 39, that is the stack cover farthest to the right in Figures 7-9, can be provided with stops 6.8

attests and 69 which engage the cover guides 55 and 56 when the exhaust stacks 38 are fully uncovered. Of course, the distance through which the stack covers have to moveto cover the exhaust stacks can be gauged by having the control handle 54 abut against the end 61 of hollow pipe 52 when the stack covers have traveled the proper distance.

The universal joints 4B and 49 and the connecting link 50 therebetween are provided to prevent the shaft member from exerting, during operation of the mechanism, undue strain on the hollow pipe 52 which extends into the locomotive cab 35. This flexible connection is sufiicient to allow the shaft member 5| to travel substantially parallel to the axis of the hollow pipe 52 and yet impart a longitudinal thrust upon the shaft member 41. The universal joints 48 and 49 are generally similar to the universal joints I3 described with reference to the modification of Figures 1-6 of the drawings.

The component parts of our mechanism are chosen for simplicity and ruggedness to withstand hard usage and vibration encountered in heavy industrial use such as would be found in locomotive applications. The stack covers such as the stack covers l5 or 39 can be made of boiler plate material; the shaft sections, such as sections I! and 41 and the connecting members 44-46 can be made of standard pipe or rod construction; and

the guide brackets such as l3 and B5 and 55 can be made of bar steel. Connections of the various parts to the locomotive and to each other can be accomplished by welding to provide a rigid and strong construction which will withstand heavy usage.

With our mechanism it is readily possible for the operator of the locomotive to know, before he leaves the control cab, whether the exhaust stacks are covered or uncovered. If the rotatable type of mechanism, illustrated in Figures 1-6 of the drawings, is being used, the operator can readily tell whether the exhaust stacks are covered or not by simply observing the position of the control handle 26. If this handle is to the right as viewed in Figure 4 of the drawings, the exhaust stacks are covered. Conversely, if it is to the left, as viewed in this same figure, the stacks are uncovered. Similarly, if the embodiment of our invention illustrated in Figures 7-11, is being used, the operator can tell whether the exhaust stacks are covered by observing whether the control handle 54 is abutted against the end 51 of hollow pipe 52. Hence, for both embodiments of our invention which we have disclosed, it is readily possible to observe the positioning of the exhaust stack covers. As previously stated, this makes it unnecessary to climb up on top of the locomotive to check on the positioning of these covers or to apply or remove them.

While our mechanism is particularly adapted for use with a locomotive and we have so described it, it is also suitable for use with a power plant construction having at least one exhaust stack extending therefrom and a control cab or control location adjacent thereto from which the power plant is operated. When we say the control cab, we of course intend to cover any control location having a function similar to that of a control cab for a locomotive.

Also, we use the term control shaft to designate both the complete shaft assembly and also specific parts of this assembly. For example, referring to the modification illustrated in Figures 1-6 of the drawings, we use the term control shaft broadly to refer to the entire shaft assemblage 14. For this modification, we use the term more specifically to refer to the shaft section I! which extends through the hollow tube 23 into the locomotive cab I2 and also to refer to the assemblage of shaft sections which extend along and above the roof of the locomotive. Hence, for this more specific use of the term control shaft, the stack cover mechanism includes two control shafts, the one being made up of the shaft sections which are above the locomotive roof and the other being the shaft section which extends into the locomotive cab. Similarly, with respect to the modification of our invention illustrated in Figures 7-11 of the drawings, we use the term control shaft to refer broadly to the complete assemblage of connecting rods 44-46, shaft 4'1, connecting link 5|], and shaft 5|. We also use the term specifically to refer to the assemblage above the roof of the locomotive, this being the connecting rods 44-46 and shaft 41, and to refer to the shaft section 5| which extends into the locomotive cab 35. Hence, for the more specific use of the term control shaft for this modification, the mechanism contains two shafts, the one being made up of sections positioned above the locomotive roof and the other being theshaft section 5| which extends into the locomotive cab 36. We mention this usage of the term control shaft merely to clarify the language of the claims. By the term control cab we refer to any convenient position within the cab or engine room of the locomotive.

Therefore, while we have illustrated and described particular embodiments of our invention,

we wish it to be understood that -we do not wish to be restricted solely thereto, but that we do intend to cover all modifications thereof which would be apparent to one skilled in the art and which come within the spirit and scope of our invention.

We claim as our invention:

1. The combination with a vehicle including a control cab and a power plant having a plurality of exhaust stacks extending therefrom, of a stack cover mechanism comprising a plurality of stack covers slidable between two positions, in one of which the exhaust stacks are covered and in the other of which the exhaust stacks are uncovered, a slidable control shaft, means connecting each of said stack covers to said slidable control shaft for movement therewith, and means to slide said control shaft from within the control cab.

2. The combination with a locomotive having a plurality of exahust stacks, of a stack cover mechanism comprising a stack cover for each of said exhaust stacks, an articulated control shaft extending lengthwise of said locomotive, means rigidly connecting each of said stack covers to said articulated control shaft for swinging movement laterally of the locomotive about the axis of said shaft, guide brackets attached to the roof of said locomotive, said articulated control shaft being supported by said guide brackets, and means to rotate said articulated shaft from within the locomotive cab whereby the stack covers are simultaneously moved to either cover or uncover said exhaust stacks.

3. The combination with a locomotive having a plurality of aligned exhaust stacks, of a stack cover mechanism comprising a stack cover for each of said stacks, said stack covers being movable between two positions, in one of which the exhaust stacks are covered and in the other of which the exhaust stacks are uncovered, a control shaft extending lengthwise of said locomotive, said control shaft having a plurality of sections interconnected by universal joints, means rigidly connecting said stack covers to sections of said control shaft for swinging movement laterally of the locomotive about the axis of said shaft, means attached to the roof of said locomotive for supporting the sections of said control shaft, means to rotate said control shaft from. within the locomotive cab, and means attached to the roof of said locomotive for supportin said stack covers when the latter are in stack uncovered position.

4. The combination with a locomotive having a plurality of exhaust stacks, of a stack cover mechanism comprising a stack cover for each of said exhaust stacks, shaft members rigidly interconnecting said stack covers, said shaft members being positioned to extend lengthwise of said locomotive, and one of said shaft members extending into the locomotive cab, a control handle attached to said last mentioned shaft member for sliding the shaft members and stack covers between two positions, in one of which the exhaust stacks are covered and in the other of which the exhaust stacks are uncovered, and means attached to the locomotive exhaust stacks for guiding the stack covers during movement thereof.

5. A stack cover mechanism for covering and uncovering the stacks of a locomotive or the like comprising a plurality of substantially flat stack covers, a control shaft having a plurality of sections extending longitudinally of the locomotive, means rigidly connecting said stack covers edgewise to sections of said control shaft for swinging movement about the axis of said shaft as said shaft is rotated, a flexible connection between one of said shaft sections and another of said shaft sections, and a handle mechanism attached to one of said flexibly connected shaft sections for actuating said shaft sections and said stack covers simultaneously.

6. A stack cover mechanism for covering and uncovering the stacks of a locomotive or the like comprising a plurality of aligned stack covers movable between a position covering the openings and a position uncovering the openings, a plurality of connecting members rigidly interconnecting said stack covers to form a rigid assembly of alternate connecting members and stack covers.

7. A stack cover mechanism comprising a plurality of substantially flat aligned stack covers, a control shaft having sections connected at each end thereof to said stack covers to form a rigid assembly of alternate stack covers and shaft sections, a flexible connection between an end shaft section and its adjacent shaft section, and a control handle attached to said end shaft section for slidably moving said shaft sections and stack covers simultaneously.

8; A stack cover mechanism for a vehicle having a plurality of aligned stack openings in the roof thereof comprising a control rod, a plurality of cover members rigidly secured to said control rod for positive movement thereby toward or away from the stack openings, each of said cover members bein movable from a position completely closing the associated stack to a position completely opening said stack and a tubular guide member passing through an opening in the roof of the vehicle with a weather-tight seal at the opening, said control rod being formed in sections with a first section journaled in said tubular member and extending into the cab of the vehicle and a second section carrying said cover members and universally connected to said first section.

JOHN W. BOSWELL. HORACE W. WATERS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,768,748 Day et a1 July 1, 1930 1,866,626 Day et a1 July 12, 1932 1,965,903 Miller July 10, 1934 2,075,857 Loef Apr. 6, 1937 2,226,683 Wolf et a1 Dec. 31, 1940 2,336,566 Pellnitz Dec. 14, 1943 2,407,506 Milheizler Sept. 10, 1946

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