US924823A - Railway-sleeping-car and other berth section. - Google Patents

Description

H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION.

APPLICATION FILED MAY 6, 1907. Patented June 15,

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I H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION;

APPLICATION IILED KAY 8,1807. June 15' H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BBR'I'H SECTION.

APPLICATION FILED MAY 8. 1907. 924,823.

Patented June 15, 1909.

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' Patented June 15,1909.

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H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION. APPLIOATION FILED MAY 9,1907.

924,823. Patented June 15,1909.

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H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION.

APPLICATION FILED HAY 8,1907.

Patented June. 15,f1909.

11 BHEBTS-SHEET 7.

H. PEARSON, RAILWAY SLEEPING CAR AND OTHER BEB'IH SECTION.

'APPLIOATION FILED MAY 8, 1907.

Patented June 15, 1909.

II SHEETS-SHEET 8.

THE-NORRIS PETERS 20., WASHINGTON, u. :4

H. PEARSON; RAILWAY SLEEPING CAR AND- OTHER BERTH SEOTIQN.

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A H. PEARSON. RAILWAY SLEEPING GAR AND OTHER BBB-TH SECTION.

APPLICATION FILED KAY 8,1901. 924,823, Patented June 15, 1909.

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H. PEARSON. RAILWAY SLEEPING GAR AND OTHER BERTH SECTION.

Pa-tented'June 15,1909.

APPLICATION FILED MAY 8,1907. 924,823.

11 SHEETS-SHEET l1.

/NVEN7'0R Byg a ATTORNEY UNITED STATES PATENT OFFICE.

HENRY PEARSON, OF SPRINGFIELD, MASSACHUSETTS, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE AMERICAN PALACE CAR COMPANY, OF PORTLAND, MAINE, A CORPORATION OF MAINE.

RAILWAY-SLEEPiNG-CAR AND OTHER BERTH SECTION.

Specification of Letters Patent.

Patented June 15, 1909.

To all whom it may concern:

Be it known that I, HENRY PEARSON, citizen of the United States of America, and residing at Springfield, in the county of Hampden and State of Massachusetts, have invented certain new and useful Improvements in the Construction of Railway-Sleeping-Car and other Berth Sections, of which the following is a specification, reference being had therein to the accompanying drawmg.

My invention relates to improvements in such railway cars, ships and dwellings as comprise sleeping-berths; pockets for receiving the berths when they are not in use; trap-doors that either, when horizontal, cover the pockets and form part ofthe floor; or, being raised, form end partitions for berthsections and support berth-raising and lowering devices in operative position; the pockets containing actuating mechanisms for the berth-raising and lowering devices which severally operate to raise or lower either or both the lower berth and upper berth of a section, out of or into the pocket of that section.

Among the objects of my invention are to so improve constructions of the foregoing type that they shall practically endure the severe strains of use (especially in railwaycars and ships) and secure privacy between different sections and between the upper and lower berths of each section; and to produce a construction by means of which a berth or berths, when raised into position for sleeping, shall be so rigidly looked as to obviate all danger of their becoming loosened in that position under strain; and to position the raised trap-doors and berths in relation one to the other and to the side wall of the car, cabin or room in such wise that they will not rattle and so interfere with the slumber of the sleeper. I accomplish these and other objects by the novel means referred to in the claims; but, in order to eX plain the operation and importance of the features which are herein new with me, I show many old parts heretofore invented by me, some of which are shown in U. S. Letters Patent No. 534,756 of February 26, 1895, and No. 549,391 of November 5, 1895, each granted to me.

In-the drawings, illustrating one form of railway passenger-car embodying my improvements in the best mode now known to me, Figure l is a side elevation of a car containing my invention. This view shows the drop of the car between the trucks and below the floor line, in which drop the berth-receiving pockets are constructed; Fig. 2 is a view partly in transverse section but mainly in perspective of a portion of the inside of the .car and shows parts of the car occupied by chairs which, being removed, permit trapdoors, forming part of the floor and also covering the berth-receiving pockets, to be raised to divide the car into sections. This view shows one section with the lower berth and upper berth in position for sleeping use, and shows a part of another section with the upper berth raised into position for sleeping use as a lower. Fig. 3 is a view partly in vertical elevation and partly in section looking toward an inner side wall of the car; shows both berths of a section in position for sleeping use between the raised trap-doors of the berth-receiving pocket of that section. This view also shows other features of construction hereinafter pointed out. The lower part of this figure, below the berth, is taken on a line longitudinally of the car so as to cut through the end walls .and floor sections of a berth-receiving pocket, the section line corresponding to line 33 of Fig. 6. The view is partly in section (at the left-hand end portion of the lower berth and in the thereto adjacent part of the vertical trapdoor) at a line corresponding approximately to 33 of F 2. This view is also partly in section (at the upper ends of two adjacent vertical trap-doors) at a line corresponding to 3 3- of Fig. 6. Fig. at is a view partly in transverse section at line ie-4 of Fig. 3 and partly in elevation and shows the upper berth in position of use as an upper and one of its end flaps raised to form an upwardly extending partition above the upper end of an upright trap door. F 5 is a view partly in plan and partly in section at line 5-5 of Fig. 4, and shows the bottom of the upper berth, and also the upper side of a side-folding berth-flap on the wall or inner side of the upper berth, and also actuating means for said flap. Fig. 6 is a view partly in elevation and partly in transverse section of the car-body at aline corresponding to line G6 of Fig. 2. This view shows a trap-door in vertical position with bertlrraising and lowering devices on its inner side; shows the upper and lower berths in the pocket; mechanism in the bottom portion of the pocket, underneath the berths, for actuating the berth-raising and lowering devices; and a crank-operated safetydevice for operating said actuating mechanism. Fig. 7 is a View partly in transverse section at a line corresponding to line 7-7 of Fig. 3 and partly in vertical elevation, and shows the lower berth and thereto attached boot-board in position for use. It also shows a part of a berth-locking flap raised into vertical position; and shows a trap-door hinged at an end of a berth-receiving pocket. Fig. 8 shows partly in section at line 8-8 of Fig. 9, and partly in elevation, a mechanism for locking an end of the berth to a raised trapdoor, this mechanism being operated by movement of a berth-locking flap hinged to the berth. Fig. 9 is a view partly in section at line 9-9 of Fig. 7, and partly in vertical elevation, and shows a part of the berthlocking flap of the berth and a side view of the berth-locking mechanism. Fig. 10 is a perspective, skeletonized view in the nature of a diagram, and illustrates the preferred form of the bertlrraising and lowering devices, and independent actuating mechanism thereof. Fig. 11 is a top plan view of the superimposed winding drums for actuating the berth-raising and lowering devices and shows a part of the latter. This view is partly in section at line 11--11 of Fig. 6. Fig. 12 is a view partly in section at line 1212 of Fig. 13, of the duplex winding-drum so-called;

* that is, the independent superimposed drums for actuating the berth-raising and lowering devices. Fig. 13 is a top plan view (parts being broken away for greater clearness) of said duplex windingdrum and adjacent parts. The view is partly in section at line 13-13 of Fig. 12. Fig. 14: is a vertical sectional view at a line corresponding to l lt of Fig. 6, of a safety-device for operating the actuating mechanism of the berth-raising and lowering devices. This view shows the device in uncoupled position for operating the winding drinns. Fig. 15 is a sectional view of the upper portion of the device shown in Fig. 14k and shows the device in coupled condition. Fig. 15 is a transverse section at line 15 15 of Fig. 15, and shows, in top plan view, the coupling members of the safety-device. Fig. 15 is a view showing my improved formation of the opposed ends of the teeth of the coupling members. Fig. 16 is a sectional detail of the upper end portions of two adjacent trap-doors (of two adjacent sections) at a line 16-16 of Fig. 17 (nearly corresponding to line 23-00 of Fig. 2) showing in elevation, an abutment having bolt-receiving recesses, whereby the trapdoors are prevented from being raised past their proper upright position; are locked in position; and are positioned apart for reception of a portable, vertical partitionforming strip. Fig. 17 is a side elevation of the inner side of an upright trap-door, parts thereof being broken away to show door locking bolts in looking engagement with the abutment shown in Fig. 16, and to show means whereby the trap-door locking-bolt may be actuated by a key. Fig. 18 is a trans verse sectional view, at line 1515 of Fig. 16, and shows the locking-bolts of two adjacent trap-doors in looking engagement with the abutment; springs carried by the.

trap-doors to engage with the abutments and prevent rattling; and a partitionreceiving space between the trap doors, with part of a therein contained vertical partition. Fig. 19 is a vertical sectional view, at line 1919 of Fig. 2, of a trap-door and therewith locked upper berth-flap, and shows the locking device therefor, partly in elevation and partly in section. Fig. 20 is a front view; and Fig. 21 a partial side, and partial sectional, elevation of the anti-rat tling curtain-rod lock.

Figs. 10-15, inclusive, are taken from the device of my said Patent No. M9391 and show parts which of and by themselves form no part of my present improvements, which, however, involve the use of the devices illustrated in Figs. 10-15, inclusive, or of some other suitable berth-raising and lowering apparatus, actuating mechanism therefor, and safety devices for operating such actuating mechanism. Several forms of such requisite apparatus have been proposed, some of which have been chimerical while others may have been practically useful, although I do not know such to be the case. The apparatus shown herein for use in connection with the raising and lowering of the berths has been tested out in actual practice; has been found to withstand the strains and shocks of actual use; and is therefore indicated herein for the better guidance of those who wish. to make use of my present improvements.

W hile my invention is susceptible of use even in dwelling-houses or apartments, it is peculiarly adapted for use in railway passenger-cars and in ship-cabins, where economy of space is desirable, and whenever and wherever it is desired to have a room readily convertible from a chair compartment to a line thereof, as indicated in Fig. 1 by the dotted line For each pocket there is provided a pair of trapdoors respectively hinged at a near the upper edges of the-ends of the pocket and adapted to fold one upon another to cover the pocket and form a part ofthe car'fioor when the berths are not in use. In practice 1 construct a plurality of pockets beneath the car floor and along one or both sides of the car, these pockets being each of a depth sufficient to receive the superimposed upper berth U and lower berth L when the berths are lowered into the pocket. Each pocket also contains, in its bottom portion under the berths,mechanism for actuating the berth-lifting and lowering devices that are operatively supported, in part, by the trap-doors when raised. The construction of one berth section will suflice for a descrip tion of 'allthe other sections, the construction being identical. The actuating mechanism in each pocket is preferably covered by a falsebottom 5 which is removable for access to the mechanism.

hen the trap-doors of a given section are folded down one upon another to cover a berthpocket they constitute a part of the flooring of the car and chairs may be placed upon'them. When it is desired to use the berths, the chairs are removed, the trapdoors of the section raised into vertical position,gand one or both berths raised into positionof use. The chairs are then placed in the pockets out of the way, and, when all the parts are adjusted and the curtains hung, the berths are ready for use.

There are certain-practical conditions to be met, in connection with the locking of the trap-doors when raised into vertical position, in order to secure a practically serviceable construction. Vi hen the trap-doors are swung into vertical position, they must not pass that position, for, otherwise,'in consequence of the strains due to the lurching of the car (or ship) there would be great danger of the doorsbecoming wrenched from their hinges and so endangering life and limb. W hen raised into their proper vertical position, the doors must be locked rigidly and in such wise that they will not rattle, for otherwise there would be great danger of a collapse of the structure and, if'there wasno such collapse, therattling of the parts would prevent sleep. To meet these conditions, I have devised door-arrestinglocking'and anti-rattling devices suitable for the purpose in question and which maybe made in variousforms other than thatnow particularly described without departing from this feature of my invention, broadly considered. East on, and projecting inwardlyfrom an upper portion of the car side, I mount, in the path of each upwardly swinging trap-door above the space between each two adjacent pockets, an abutment 6 which isshown (Figs. 16,17 and 18) in duplicate form; that is, -each abutment serves to arrest each of two adjacent trapdoors of two adjacent sections or pockets. The upper part of each of these abutments is preferably extended upwardly into a garment hook, but this is a matter of convenience. Each abutment contains (in this instance on its under side) two boltreceiving recesses 7, the outer, lower edges of the abutment adjacent to the recesses '7 being inwardly and downwardly inclined at 7* (F ig. 1(5). 'hen a trap-door is raised into its upright position, it bears against abutment- (Sand is thereby prevented from beingcarried past that position. Consequently, the door cannot be wrenched from its hingesin this raising movement of the trap-doors. Each trap-door isprovided with a'lock-bolt 8 beveled at-its upper end and sliding in a bearing 9 fast in a recess ofthe trap-door. The lower end of each bolt 8 is provided with a projecting pin 10 which plays in a slot 11 in an arm of the elbow-lever 12 pivoted to the trap door at 13 and connected with a slide-bar 11 mounted in a lateral extension of the recess 15 in the trap-door. Slide-bar 1st is provided with a shoulder 16. A spring 17 bears upwardly against the outer end of the elbow-lever to hold the bolt 8 in engagement with the recess? of the abutment. Vhile the door is being raised to its upright position, the beveled end of locking-bolt 8 strikes the incline 7*" and further movement causes the bolt to slide back against the stress of spring 17. As the bolt passes incline 7, it is forced upwardly by the stress of spring 17 into therecess 7 so that the trap-door is thereby automatically locked in verticalposition to the car side. The porter stands in the aisle while adjusting the parts and, as it is stronger and safer to lock the trap-doors, atthe inner edges thereof, to the car sides; and, as there is always danger of the car lurching while he is doing this work, it is important both'for security and for quickness of operation that the locking of the trap-doors in upright positionshould'be automatic. It is furthermore desirable, for reasons of safety and to guard against ill-considered acts of malicious or ignorant occupants of the sections, that the locking devices whereby the trap doors arelocked in their upright position should be under the sole care of the porter, and proof against manipulation by others than persons in charge of the car. The automatic lockingmechanism just described is, therefore, concealed in the recess 15 of the trap-door and its parts are not accessible except on removal of a cover-plate 19 for recess 15, Fig. 2) and the trap-door is provided well toward the aisle edge thereof (soas to be in easy reach of the porter) with a fixture that contains a rotatable keydeceiving'stud 1S (see Fig. 17 The fixture 118 of which the rotatablestud 18 forms a part, is covered by a plate 20 (see Fig. 6) provided with a hole through which the porter or other car attendant may insert a key to engage stud 18 provided with a projection 18 which engages with shoulders 16 of slide-bar 14L.

WVhen it is desired to unlock the trap-door, a key is applied to stud 18 which is turned to bear against shoulder 16 and thereby force slide-bar 14 in the direction of the car side so that the elbow-lever 12 presses clownwardly against spring 17 and then pulls bolt 8 out of engagement with recess 7 in the abutment 6. This is done after the berths are lowered; then the trap-door is manually lowered.

To prevent the upright trap-doors from rattling against the abutment, each trapdoor is provided with a leaf-spring 21, the free end of which bears against the abutment and prevents rattling. (See Figs. 16 and 18). The lower part of the abutment lies between a lockingbolt 8 and the free end of a spring 21 so that in this locked position any vibration of the upright door will not cause rattling. compactness of construction is desirable and, therefore, the duplex construction illustrated in Figs. 16 and 17 is desirable, one abutment serving for each two adjacent trap-doors of two adjacent pockets or sections. This duplex arrangement is also desirable because, when the trap-doors are in their vertical position, there is a narrow space 39 (Fig. 18) between their opposed surfaces, and this space is available for receiving a vertical and portable auxiliary' partition strip 19 (Fig. 16), which forms a vertical partition between the inner edge of an upright trap-door and the opposed side wall of the car.

The hereinbefore described novel features may obviously be varied in form without departing from the substance of this first novel feature of my improvement.

For clear understanding of further novel features of my improvement, I will first briefly describe old and well-known berthraising and lowering devices and their accessory mechanisms, it being understood that any other suitable devices and operating mechanisms may be substituted therefor, so long as the substitutes are capable of cooperation with the hereinafter described novel features of my present invention.

Each trap-door for each pocket is provided, on its inner or under side, with four sheaves 25, two for each end of the upper berth, and two for each end of the lower berth (Figs. 6 and 10.) Each berth has four cables 26 attached to it, two at one end and two at the other end (the attachments being made in the berth-end lugs 26, Figs. 5 and 7), and these cables run over the sheaves 25 and in grooves 27 formed in the inner surface of each trap-door and extended down the adjacent end walls of the pockets, within which the cables are deflected into a more or less horizontal path by sheaves 28 (Fig. 11) in the lower part of the pocket. The lugs 26 also run up and down in grooves 27, the side walls of which are vertical and prevent the berths from being moved sidewise. The cables for the upper berth lead to an upper winding-drum 29 and the cables for the lower berth lead to a lower winding-drum 30. These drums are of the same diameter, are superimposed and mounted on a vertical bearing 31 held in suitable framing mounted in the bottom of the pocket. The cables are guided from defleeting sheaves 28 to the appropriate winding-drums by means of guide sheaves 32 and 33 (Fig. 6). The upper winding-drum is provided with a peripheral gear 34. The lower winding-drum is provided with a peripheral gear 3 1 (Figs. 12 and 13).

A gear 35 fast on a vertical shaft 36 which is provided with a thereon fixed sprocket wheel 37, engages with and drives gear 34 of the upper winding-drum. A similar gear 38, fixed on a vertical shaft 39 having a thereon fixed sprocket wheel 40, engages with and drives the gear 3% of the lower windin drum. When gear 35 is rotated in either direction, the gear 34 of the upper windingdrum is thereby rotated, and when gear 38 is rotated in either direction, the gear 34* of the lower winding-drum is rotated. By these means, the berths of a section may be moved independently, one at a time.

Each winding-drum has four peripheral grooves for the four cables of each berth, the cables passing through apertures K (Fig. 13) in the outwardly extending portions K of the retaining ring K (see Fig. 12.) The retainingring is supported concentrically and closely outside of the grooved peripheries of both winding-drums, by arms K which are primarily supported by the frame G between upper and under members of which the central bearing 31 for the winding drums is mounted. The face of the retaining ring is so close to the circumferentiallygrooved winding-drums that the cables cannot loosen upon the drums so as to clear the grooves without coming into restraining contact with the retaining ring. With each peripheral winding drum gear 3 1 and 3 1*, there engages a spur gear 6 which is secured on a rotatable arbor t to which one end of a volute counterbalancing spring a is fast, the other end of the spring being fastened to a fixed pin it outside of the spring containing casing and support J. The purpose of the springs a is to counterbalance the weight of the berths and to keep the cables from undue slacking when the berths are brought into their fixed raised positions.

The two cables for each end of each berth are arranged substantially as indicated in the drawings and both have their ends secured to the appropriate winding-drums, at the same circumferential point, whereby the turning of the drums in a given direction winds or unwinds both of the cables equally and insures avoidance of a slackening of one cable while the other is taut.

he winding-drums and the immediately cooperating parts just described constitute an actuating mechanism for the berth-raising and lowering devices that comprise the trap-doors, the sheaves carried thereby, the cables and the cable-deflecting and guiding sheaves.

For operating the upper windingdrum 29, by rotation of gear 35 on shaft 36, a sprocket chain 41 extends from the sprocket wheel 37 which is fast on the shaft 36 to an actuating device which comprises a sprocket wheel 42 fast on a vertical shaft 43' which has bearings in a tubular casing 44 that extends upwardly through the aisle floor in which its upper end is fastened. The upper end of shaft 43 is made polygonal at 43 for the application of a hand-crank X whereby shaft 43 is rotated and the upper-winding drum actuated to wind up or unwind the cables connected therewith and to the upper berth.

For actuating the under winding-drum 30, a separate but an identical construction is used. From sprocket wheel 40 fast on shaft 39, a second sprocket chain 41 extends to another sprocket wheel 42 fast on another shaft 43 in another tubular casing 44. By reference to Fig. 2, it will be seen that there are provided for each section two shafts 43, the polygonal upper ends 43 of which are exposed in the aisle floor in front of each section. These auxiliary actuating mechanisms (Figs. 14, 15 and 15 one for each berth in a section, constitute safety devices for operating the actuating mechanism of the berth raising and lowering devices. Each of these safety devices comprises clutch members and, generally stated, their purpose is not only to operate the therewith connected winding-drums but to insure automatic coupling of the clutch members and thereby arrest movement of the berths, in case the crank X is accidentally released from engagement with a shaft 43 while it is being rotated to raise or lower a berth. It will be readily understood that when a car or ship is lurching, the attendant may have difficulty in keeping the crank X in place on a shaft 43 and that, if the attendant were to lose control of a shaft 43, when a berth is being lowered or lifted, the weight or load of the berth might result in its falling and in consequent injury to the occupants or to the structure or luggage. Therefore, some sort of a safety device for operating the actuating mechanism of the berth-raising and lowering devices is desirable.

The safety device, now referred to, has been tested out in practice and its safety feature is briefly this: The upper end portion of tubular casing 44 is provided with the therein fixed collar 45, the inner periphery of which is provided with teeth. A screw-ring 46, of lesser internal diameter than the internal diameter of toothed-collar 45, is screwed into the upper end of casing 44 and projects inwardly beyond toothedcollar 45 so as to form an upper abutment for a toothed-collar 47 that is fast on a vertical, slidable hub 48 loosely mounted within the chamber of the upper end of casing 44. Hub 48, at its lower end, has its diameter reduced to form an abutment 49 for the helical spring 50 which is mounted between a shoulder 51 of shaft 43 and abutment 49 so as to press hub 48 normally upward against the inwardly projecting lower end wall of screw-ring 46. When toothed-ring 47 intermeshes with the toothed-ring 45, the two rings are locked together and, as the hub 48 has a polygonal passage for and forms a close fit on the polygonal upper end 43 of shaft 43, said shaft is then and thereby prevented from rotation.

WVhen crank X is applied to polygonal end 43 of shaft 43, where it is exposed in the aisle floor, downward pressure of the crank, which is slidable endwise on shaft end 43, pushes on hub 48 and carries toothed-ring 47 downwardly, against the tension of spring 50, out of engagement with toothed-ring 45, as shown in Fig. 14. WVhen the parts are in this position, shaft 43 may be rotated in either direction.

So far as above described and, generally considered, the safety auxiliary actuating device is identical with that shown in said Patent 534,756. But it now contains a feature of my present improvement that is of material consequence in practice.

Heretofore, and as shown in said Patent 534,7 56, the lower ends of the teeth of ring 45 and the upper ends of teeth of ring 47 have been flat. Consequently, when control of shaft 43 has been accidentally lost and hub 48, carrying its toothed-ring 47, moved upwardly by expansion of spring 50, it has happened that the flat upper ends of the teeth of ring 47 would be pressed by the spring strongly against the lower fiat ends of the teeth of ring 45, so that the two sets of teeth would notinstantly and automatically interlock. The operator would then have to replace the crank, and bring the teeth of ring 47 into interlocking position with the teeth of ring 45. To overcome this and produce an automatic interlocking of the two sets of teeth. referred to, I now make the lower ends of the upper teeth and the upper ends of the lower teeth laterally inclined, as indicated in Fig. 15 In the preferred construct-ion the rings 45 and 47 containing the teeth are preferably made of hardened steel, and in consequence of the lateral inclination of the opposed ends of the teeth, they will instantly and automatically interlock, when the lower teeth are pressed upwardly by the expansion of spring 50, whether the operator has control of shaft 43 or not.

Having thus described a practically efficient berth-raising and lowering device, and actuating mechanism therefor, and an improved safety device for operating the latter, I proceed to describe other features of my invention whereby safety, privacy and convenience are obtained. 7

Practical conditions of railway-car and ship-cabin construction and requirements, limit the depth of the pockets, and economy of space and compactness of construction require that the chairs for each section or room he stowed away when the berths are made up. Therefore, it becomes important to provide the trap-doors with three sets of sockets for the therewith interlocking hooks carried by the two berths. This is a feature of my present invention.

When one or more of the berths is raised into position for use, it is essential to lock the berths to the then vertical trap-doors, in such a strong and positive manner that the trap-doors and berth or berths will be interlocked without any possibility of a collapse, and without a rattling connecion. hen so locked, the weight and load of each berth comes on the trap-doors and relieves the cables from undue strain whereby their durability is increased and a more rigid connection of all the parts secured. It is important that the berths be so rigidly and securely locked in position for sleeping use that they will keep their position under any and all circumstances, except, of course overwhelming destructive ones. Accordingly, three sets of metal sockets 60; 160 and 260 are securely mounted on the inner faces of the trap-doors each set on one trap-door being opposite the corresponding set on the other trap-door. Sockets 60 receive the end hooks 61 of the lower berth, if and when both berths are used. Sockets 260 receive the end books of the upper berth, if and when both berths are used. The intermediate sockets 160 receive the end hooks of the upper berth, when the lower berth is not in use. At such times, the lower berth is secured in sockets 60. That is, when only one berth is to be used, in a section, it is the upper berth that is brought into service. It is then secured in place with its bottom contiguous to the upper surface of the lower berth which is then fiXedin its position of use, in order to make room for chairs and luggage in the pocket. Said hook-receiving sockets are all of identical construction and are interiorly chambered so as to extend downwardly from their surface openings through which the pivoted hooks 61, projecting in pairs from the berth ends, are entered, after the berths have been raised into position for the interlocking of the books 61 with said sockets, there being one hook near one corner and another hook near the other corner of each berth end (Figs. 7, 8 and 9). Each hook is pivoted at 62, in a slot of a lower hinge-leaf 63 attached to the berth end. This hinge-leaf is connected by a pintle 64 with a companion hinge-leaf 163 which projects above the berth and is adapted to swing from a horizontal to a vertical position and vice versa, for inserting and withdrawing a hook 61 into and out of an opposed socket 60; 160 or 260, as the case may be. Link 65 has its upper end pivoted at 66 to the upper hingeleaf 163, while the lower end is pivoted at 67 to an eccentric swell of hook 61, laterally of hook pivot 62. Pivot 66 is above the hinge-pintle 64. When the lower berth has been raised into its proper position for interlocking with the sockets 60, (the upper hinge-leaves 163 being then folded down at the upper side of the berth, as shown in Fig. 2 and at the righthand end of the lower berth in Fig. 3) the attendant turns the berth-flaps 164i attached to the upper hinge-leaves 163 at each end, of the lower berth, into their vertik cal position, (see Figs. 3 and 8), and thereby rocks the hook 61 of each hinge to which the flap is attached, into a socket 60 (see Fig. 8). The berth-flaps of the upper berth are indicated by 165. The construction of the upper berth-flaps and therewith connected hinges, hooks and h0okactuating devices, are identical with those ofthe lower berth. So long as a berth end flap is in vertical position, links 65, connecting the upper hinge-leaves with hooks 61, hold the hooks firmly in interlocking connection with the opposed sockets. Then a berth -flap. is turned into horizontal position, the hooks 61 connected with that flap are rocked on their pivots so that their free ends are carried out of the sockets and back into the slots of the lower hinge-leaves where the hooks are out of the way, and do not interfere with the upward and downward movement of the berths. One-or more of these books may be used at each berth end, and the flaps may be dispensed with if desired. In that case, each upper hinge-leaf would be retained for actuating a link 65. The greater the load in a berth that is thus locked in position, the stronger is the interlock of the berth with the adjacenttrap-door.

To prevent the hooks from being forced upwardly and out of the sockets, upper hingeleaves 163 are locked in vertical position, preferably by locking the berth-flaps to the trap-doors. Such locking may be effected in many different ways but is well accom plished by the following means: The inner surface of each trap-door is oppositely provided with a lower projecting latch 68 and with an upper projecting latch 681 of identical construction. The location of the lower latch 68 is indicated in the left hand berth section shown in Fig. 2, while the location of the upper latch 681 (of identical construction) is indicated near the upper end of the vertically adjusted trap-door, in the right hand berth section shown in Fig. 2. Each latch (see Fig. 19) is pivoted at 69 in a recess in a trap-door and is backed up by a spring 70, which holds the latch outwardly from the inner surface of the trap door when the latch is to be used. The latch is foldable into the recess. For engagement with each upper latch 681, the flaps 165 of the upper berth are provided with metal bushings 71, each having an opening through it and an interior shoulder 72. \Vhen an upper flap 165 is raised into vertical position, shoulder 7 2 passes over the hooked end 682 of the lat ch and engages automatically therewith to hold the flap upright and to lock hooks 61 in their sockets. W hen itis desired to unlock a flap, downward pressure on the projecting end of the latch (which is accessible to the attendant) releases it from the shoulder, and the flap may be turned down. Upper berth-flaps 165, when the upper berth raised into its highest position of sleeping use, form part of the end partitions of a given section, their upper portions then extending above the upper ends of the upright trap-doors.

The upper berth-flaps are provided, toward their upper ends, with auxiliary latchreceiving bushings 171 (identical in construction and operation with bushings 71) which, when the upper berth is in its position for use as a. lower, engages with the latches 0b. The lower berth-flaps 16% are similarly provided with internally-shouldered latchreceiving blocks 172 which engage with latches 68 when the lower berth is in its position of use.

The inner side of each trap-door is provided with a grooved cam-plate 78, one opposite the other. then the upper berth is raised to its position of use, its inner side will be about opposite an upper window sill V and contiguous portions of the car wall, between which and the berth side there is a very considerable space. To close this space, the opposite ends of the upper berthend (see Fig. 5) are provided with openings 7 3, through which studs 74: project into the grooves of the cam-plates 73, entering the lower ends of the cam-grooves, before the upper berth reaches its position of rest. Each stud 7 3 is carried by a slide-bar 75, the inner end of which is attached to a spring 76 which in turn is attached to the berth at- 77. Each slidebar oppositely extends, toward the wall side of the berth, through a guide 78, and is 1 pivotally connected with an arm 79 of a bracket 80 on the outer edge of a partitionlorming flap 81 hinged at 82 to the wall side of the upper berth. The groove in camplate '73 has a throw suliicient, when the upper berth reaches its position of use, to turn flap 81 on its-hinges, from its vertical position against the wall side of the upper berth (Fig. 6) into horizontal position, so that its free edge approximately reaches the window sill V] and the thereto contiguous partitions of the car wall.

The width and contour of flap 81 may be varied at will to suit the corresponding configuration of the opposed car wall or window construction. The windows V are for the lower berths; the windows for the upper berths. Partition-flaps 81 elfectually separate the upper and lower berth spaces even when the lower windows extend above the upper berth, the enlargement 81 extending between the side framing of the windows. (V hen the upper berth is lowered, the operation of the actuating mechanism for flap 81 is such as to fold it against the wall side of the upper berth, as shown in Fig. 6.

It is desirable, when the car is used as a chair car, that the curtain rods for the berth should not project outwardly, because such projection would mar the interior effect of the car; and therefore each curtain rod 85 is mounted on slide arms 86, to slide endwise into socket spaces at 87in the car roof. Vhen the berths are made up, the curtain rods 85 are pulled out and curtains 88 (Fig. at) hooked thereon in the usual manner. hen the curtains are removed and the berths are to be lowered, the curtain rods are pushed back. The curtain rods are held back (to prevent rattling) by means of pivoted latches 100 on brackets 101 fast to the car wall, between the slide arms 86. The latches are pressed upwardly on their pivots 102 by springs 103, the upper side of the latches supporting and pressing the curtain rods, against abutting parts of the brackets, by the tension of springs 103. The upper parts of the brackets 101 may be formed into coat hooks as shown, if desired. Springs 103 yield when the rods are pulled out over them, but their upward pressure is suffieient to hold the rods from noisy vibration.

hen the lower berth is in its position of use (see Fig. 7) there is a considerable space between the lower front corner of the berth and the front upper edge of pocket 2-. It is through this space that the chairs are moved into and out of the pockets which are ordinarily large enough to receive two chairs and some luggage. To cover this space when the berths are made up, and thereby prevent accidents to persons walking through the car, a boot-board of any suitable construction should be provided. As shown in Figs. 3 and 7 (but the boot-board construction is not a feature invented by me) the under side of the lower berth is provided with guideways 91 extending transversely of the berth, at its opposite ends, and in this slides the boot-board 90 having hinged sections 92 and 93; the section 92 being always in the guides 91, and the boot-board 90 being hinged to the front edge thereof at 9 1 and adapted to hang downwardly to close said opening, and section 93 resting on the aisle floor to keep the boot-board 90 upright when in position for closing the opening, and to prevent the boot-board from vibrating when it is down. The boot-board and its sections are slid into guide-ways 91 when the boot-board is not required in use. This construction allows the middle section 90 to be pushed back at its lower side so as to form an angular space for boots and hand-bags beneath the front side of the lower berth and between the two trap-doors that form the end partitions of a section. Boots and luggage in this recess are not in the way of persons passing along the aisle.

When the curtain rods are pulled out they are in line with the front edges of the upright trap-doors, and it is desirable that curtain fastening members be mounted in the front part of the trap-doors in such wise as not to project therefrom because any projections from the edges of the trap-doors would involve recesses in the flooring to receive the projections when the trap-doors are horizon tal. Accordingly, I mount (Fig. 17) pivoted latches 110 in the recesses 111 in the front edges of the trap-doors and provide for each latch a spring 112 that keeps the free end of the latch vertical in the recess. The outer edges of the curtains are provided with button-heads 113 that, when forced into the recesses, engage with the free ends of the latches which, being concealed, cannot catch on the clothing of the operator when he raises and lowers the trap-doors, as would be the case if the fastening members carried by the doors projected therefrom.

When the sections are made up, it is convenient to have coat hooks on the upper front corners of the upright trap-doors. Should such hooks be fixed on the trap doors, spaces would have to be found in the car floor to receive them, when the trapdoors were horizontal. Consequently I provide each trap-door with a socket in its upper front corner, and provide therefor a garment hook having a right-angle base 121, the inner walls of the arms of which are flat to and fit on the flat upper end and fiat front edge of a trap-door, an integral pin 122 eX- tending from the base and fitting in the socket which is in the diagonal line of the door, while the pin 122 is in the diagonal line of the right-angled hook base. Such detachable hooks maintain their position without rattling.

The ears or lugs 26 of the berth ends move up and down in grooves, as stated, in the inner sides of the upright trap-doors and this also prevents sidewise movement of the berths. The relation of the inner or wall sides of the berths to the inner edges of the trap-doors and to the opposed carwall is such that a clear space is left between the inner sides of both berths and the opposed car-wall. In the case of the upper berth, the aforesaid flap is used (as a horizontal partition) to fill in the space between the inner side of the upper berth and the sill W of the lower window and opposed portions of the car wall; but, the construction of the flap actuating mechanism is such that it is possible to prevent the flap from being actuated. Blocks or wedges may be inserted, if desired, between springs 75 and the opposed end walls of the berth to prevent pins 7 1 from projecting beyond the berth ends for engagement with cam-plate 7 3.

In the case of the lower berth, it is desirable to keep the space between its inner side and the opposed car wall open or clear, to permit the free circulation of air all around the lower berth; and, when the side flap of the upper berth is not turned down, to permit free circulation of air all around both berths. In the case of the lower berth, however, it is very desirable that it should be removed from contact with the heating pipes 71 and the pipe-screen h (the latter being very generally used to conceal the pipes) that run along the inner side of the car wall above the car floor, because, in case of such contact, the berth will become heated up and make it uncomfortable for the occupant of the lower berth. By having an open space between the inner side of the lower berth and the car wall, this objectionable contact is obviated and free circulation secured for the lower berth. Heat rising from the pipes facilitates the circulation through the space between the inner side of the lower berth and the opposed car-wall.

I do not herein make claims based either on the trap-door abutments 6; or, on the portable or detachable garmenthooks indicated in part by 121; or, on the non-rattling curtain-rod lock designated in part by 101; or, on the berthlocking hinges designated in part by 163, because the same severally form subject-matters of my applications Serial No. 372,531; Serial No. 372,532; Serial No. 372,533 and Serial No. 372,534C, respectively, and each filed May 8, 1907.

that I claim is:

1. In a structure having a berth-receiving pocket below the floor, the combination of a structural sidewall; a pair of trap-doors each hinged at an opposite end of the pocket and adapted to be swung into upright parti tion forming position; berth raising and lowering devices carried by each of said trap-doors; an actuating mechanism for said devices; means for operating and locking, in a desired position, said actuating mechanism; a berth movable up and down between said trap-doors when they are upright, the berth being attached to said raising and lowering devices; berth-locking members on the trap-doors; cooperating berth-locking members on the berth ends; and means for locking the berth-locking members in interlocked position.

In a structure having a berth-receiving pocket below the floor, the combination of a structural side-wall; a pair of trap-doors each hinged at an opposite end of the pocket and adapted to be swung into upright partition-forming position; independent sets of berth-raising and lowering devices carried.

by each of said trap-doors; independent actuating mechanisms for each set of said devices; independent means for operating and locking, in a desired position, each of said actuating mechanisms; a lower and an upper berth each movable up and down be tween said trap-doors when they are upright, one berth being attached to one set of said raising and lowering devices and the other berth being attached to the other set of said raising and lowering devices; a set of berth-locking members on each trap-door for the lower berth; a set of berth-locking members on each trap-door for the upper berth; berth-locking members on the ends of the lower berth; berth-locking members on the ends of the upper berth; means carried by the lower berth for locking its berth-lock ing members in interlocked position with the cooperating berth-locking members on the trap-doors; and means carried by the upper berth for locking its berth-locking members in interlocked position with the cooperating berth-locking members on the trap-doors.

3. In a structure having a berth-receiving pocket below the floor, the combination of a structural side-wall; a pair of trap-doors each hinged at an opposite end of the pocket and adapted to be swung into upright partition forming position; berth raising and lowering devices carried by each of said trap-doors; an actuating mechanism for said devices; means for operating and locking, in a desired position, said actuating mechanism; a lower berth movable up and down between said trap-doors when they are upright, said lower berth being attached to said raising and lowering devices; berthlocking members on the trap-doors; cooperating berth-locking members on the berth ends; means for locking the berth-locking members in interlocked position; and means for preventing said lower berth from being moved sidewise; the inner side of said lower berth. when the berth is interlocked with the trap doors, being at a distance from the op posed structural wall.

a. In a structure having a berth-receiving pocket below the floor, the combination of a structural side-wall; a pair of trap-doors each hinged at an opposite end of the pocket and adapted to be swung into vertical partition torming position; berth-raising and lowering devices carried by each of said trap-doors; an actuating mechanism for said devices; means for operating and locking, in a desired position, said actuating mechanism; an upper berth movable up and down between said trap-doors when they are upright, said upper berth being attached to the said raising and lowering devices; berthlocking members on the trapdoors; cooperating berth-locking members on the berth ends; means for locking the berth-locking members in interlocked position; and, at each end of said upper berth, flaps attached to said means for locking the berth-locking members, to manipulate them, and, when the flaps are in vertical position, to form end partitions of a section extending above the upper ends of the upright trap-doors.

5. In a structure having a berth-receiving pocket below the floor, the combination of a structural side-wall; a pair of trap-doors each hinged at an opposite end of the pocket and adapted to be swung into upright partition forming posit-ion; berth -raising and lowering devices carried by each of said trap-doors; an actuating mechanism for said devices; means for operating and locking, in a desired position, said actuating mechanism; a lower berth movable up and down between said trap-doors when they are upright, the berth being attached to said raising and lowering devices; berth-locking members on the trap-doors; cooperating berth-locking members on the berth ends; means for locking the berth-locking mem bers in interlocked position and a transverse structure attached to and carried by said last-mentioned means whereby the latter are manipulated.

6. The combination of an upwardlyswingable, partition-forming trap-door for a berth-receiving pocket with a vertical, structural side-wall at an angle to a broad side of the trap-door; an abutment projecting from the wall into the path of the trap-door when it is swung into vertical position, to arrest the trap-door on reaching that position; and a locking member carried by the trap-door and adapted to interlock with said abutment.

7. The combination or" an upwardlyswingable, partition-forming trap-door for a berth-receiving pocket with a vertical, structural side wall at an angle to a broad side of the trap-door; an abutment projecting from the wall into the path of the door when it is swung into vertical position, to arrest the door on reaching that position; a locking member carried by the trap-door

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