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Publication numberUS3010549 A
Publication typeGrant
Publication dateNov 28, 1961
Filing dateApr 27, 1959
Priority dateApr 27, 1959
Publication numberUS 3010549 A, US 3010549A, US-A-3010549, US3010549 A, US3010549A
InventorsFerreira Anthony, Charles E Ferreira
Original AssigneeTransp Sash Company Inc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Escape sash release mechanism
US 3010549 A
Abstract  available in
Images(3)
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Claims  available in
Description  (OCR text may contain errors)

Nov. 28, 1961 A. FERREIRA ETAL ESCAPE SASH RELEASE MECHANISM 5 Sheets-Sheet 1 Filed April 27, 1959 +HHHI HHH" HI I I I I Nov. 28, 1961 A. FERREIRA ETAL ESCAPE SASI-I RELEASE MECHANISM 5 Sheets-Sheet 2 Filed April 27, 1959 mmvrozg:

mflmgirzam y Charles .Ferrez'ra arzvmveaf 1 Rev. 28, 1961 A. FERREIRA ETAL ESCAPE SASH RELEASE MECHANISM 5 Sheets-Sheet 3 Filed April 27, 1959 INVENTORS Anthony Ferreirq y Charles EFerrezra ATTORNEY.

United States Patent Ofiice 3,010,549 Patented Nov. 28, 1961 3,010,549 ESCAPE SASH RELEASE MECHANISM Anthony Ferreira, Allentown, Pa., and Charles E. Ferreira, Oakland, Calif., assignors to Transportation Sash Company, Inc., Topton, Pa.

Filed Apr. 27, 1959, Ser. No. 809,023 3 Claims. (Cl. 189-64) This invention relates to an escape sash release mechanism for a vehicle, such as a bus or train or for other conveyances, such as planes and, more particularly relates to a latching or locking mechanism therefor.

It is conventional practice on buses, for example, to provide a plurality of individual sashes, at least one of which is an escape sash which is hinged or otherwise pivotally mounted on one of its edges so that it may be swung out of the window opening to provide an emergency exit in case of an accident.

' An outstanding disadvantage of conventional looking or latching mechanisms, particularly for long or'wide sashes as used in streamlined buses, and the like, is that the handles for operating such latches generally are not placed conveniently with respect to the seating arrangthe bus is in a tilted position as the result of a skid.

A further disadvantage of such conventional prior art is that latches and their handles project considerably from the inside panel and provide obstructions which are somewhat dangerous and which, by accidental movements the passengers, might cause accidental unlatching of the escape sash.

An'object of the present invention is to provide a novel escape sash release mechanism which is devoid of the above named disadvantages and which may be operated at any number of positions which may be selected to correspond to any seating arrangement.

A further object of the present invention is to provide a relatively inexpensive sash release mechanism having a minimum number of parts which are rather simple in construction and in assembly and which will not project appreciably inwardly of the body panel so as to constitute a dangerous obstruction.

A still further object of the invention is to provide an escape sash release mechanism which, in the closed position, will provide a very tight, weather proof seal with the window.

. Other objects and advantages of the invention will become apparent from a study of the following descrip tion taken with the accompanying drawings wherein:

FIG. 1 is a side, elevational view of a bus window of the escape type wherein parts are shown broken away, and embodying a latching mechanism according to the principles of the present invention;

FIG. 2 is an enlarged, vertical, cross-sectional view taken along line 2-2 of FIG. 1 showing the operating handle and the mechanism in the latched position;

FIG. 3 is an enlarged, vertical, cross-sectional view taken along line 3-3 of FIG. 1;

FIG. 4 is an enlarged vertical, cross-sectional view taken along line 44 of FIG. 1;

FIG. 5 is an enlarged, vertical, cross-sectional view taken along line 55 of FIG. 1 showing one of the hinges for pivotally mounting the window sash;

FIG. 6 is an elevational view, taken from the inside of a bus, of a modification showing a slide bolt arrangement;

FIG. 7 is an enlarged cross-sectional view taken along line VII-VII of FIG. 6;

FIG. 8 is an enlarged, cross-sectional view of the loc bar taken along line VIII-VIII of FIG. 6; and

FIG. 9 is an enlarged, cross-sectional view taken along line IX--IX of FIG. 6.

Referring more particularly to FIGS. 1 and 2 of the drawing, numeral 1 denotes an escape window of relatively wide or long construction in order to permit greater viewing by the passengers, which window is pivotally mounted in a window opening in the body panel 2 of the vehicle. The escape window 1 comprises frames 3 for supporting a pair of relatively slidable glass panels 4 sealed in the frames 3 by a glazing rubber seal 5. By grasping handles 9a the front and rear sashes may each be opened at least about 9 inches. The outer perimeter of the frame 3 is provided with a channel-like crosssection 6 in which is provided weather stripping 7. Guiding movements of frames 3 are provided by the sash frame 9 through integral ribs, such as 8.

As shown in FIG. 1, at least two, and preferably three hinges 12 are secured to the outside of body panel 2, one leaf of which hinges is secured to the outside portion 10, as shown more clearly in FIG. 5, whereas the other leaf of each hinge, namely 13, is integrally secured to the frame 9. Weather stripping 13 is provided between the last mentioned leaf and the sill portion 11. Thus when the sash is in the closed position, as shown in FIG. 5, a weather-tight seal will be provided, which seal is augmented by weather stripping 14 on the inside perimeter of the window opening which sealingly engages the sash frame 9.

nism operable at a plurality of longitudinally spaced points of the Window. Referring more particularly to FIG. 2, numeral 16 denotes a base plate which provides -a bearing and guide for rack 19 and welded ears 19a.

A gear or pinion 18 is rotatably mounted on plate 16 and is rotated by means of a handle 20 rigidly connected to the gear so that turning movement of the flanged portion 20a of handle 20 will effect turning of the gear 18 which will effect longitudinal sliding movements of the rack 19 engaging the teeth of gear 118. The rack 19 extends substantially along the entire length of the window and is provided, at spaced intervals, with upstanding ears 19a which are adapted to project inside of a bracket or keeper 21. Preferably three cars and three corresponding brackets or keepers 21 are provided at spaced intervals along the length of the window, as shown in FIG. 1, although it will be apparent that a greater or smaller number may be used if desired. By turning the handle clockwise through an angle of the ears 19a may be moved from the latched position to the unlatched position with respect to keepers or brackets 21, in which event it will be possible to push the frame outwardly about hinges 12 as a pivot and thus permit escape of the passengers in the event of an emergency. Brackets 21 are preferably flared along their end portions, or if desired, the end portions of ears 19a may be flared, so as to provide an easier introduction of the ear portion into the bracket and a gradual camming action so as to provide a greater compression of the seal 17, therefore a more weather-tight connection or seal. A plurality of gears, such as 18, and handles such as 20 are provided at selected longitudinally spaced points to correspond to the seats.

A longitudinal heater duct panel 23 is provided for a 3' conducting heat along and more clearly in FIGJ4.

FIGS. 6 to 9 inclusive show a modification of the ininside the panel, as shown vention embodying a lock bolt arrangement which is a cheaper to manufacture and which takes less space in the bus body. Double panes '4, 4 of glass are mounted in window frame structures 3 and sealed to sash frame 9 which, in turn, is sealed to the outside portion 10, substantially as described hereinabove. A look bolt 25 is mounted for horizontal sliding movement on the inside of the bus body and is guided, at one end portion, by means of a check block 26 which is held fast to the body panel 2 by means of bolts 27, as shown more clearly in FIG. 9. The shanks of the two bolts 27 extend through a slot 28 in bolt 25 and serve as stop elements for limiting the horizontal sliding movement of the bolt 25. Cover 35 is threadedly connected to a check block 26 which is rigidly held with respect to panel 2. An integral lug or ear 31, welded or otherwise integrally formed on the lock bolt 25, extends vertically upwardly and is adapted to be slid into and out of latching or looking engagement with a bolt cam 29 which, by means of screws 30,

is rigidly fastened to sash frame 9. Guide base 32 is secured to base brackets 33 by means of screws or bolts and serves to horizontally guide the lock bolt '25. Cover 35 is provided with cut-outs 36 to allow for movement of lock bolt 25.

An elongated lock bar or handle 37 is rigidly connected to'lock bolt 25 by means of screws 39 and weld 40 as shown more clearly in FIG. 8. Thus handle 37 is of such shape as to easily grasp'to move the lock bolt into locking or unlocking position relative to sash frame 9. a

It should be noted that the fragmentary view illustrated in FIG. 6 shows only a portion of the lock bolt assembly. The complete assembly included a plurality of slots 28, check blocks 26, lugs 31, bolt cams or catches 29 and guide bases 32, preferably three of each of these;

as shown in FIG. 1.

Thus it will be seen that I have provided an efiicient escape sash mechanism which maybe quickly operated by passengers at any of a plurality of longitudinally spaced points; furthermore I have provided a latching mechanism which is movable entirelyin the plane of the bled and mounted and which insure a weather-tight seal when the Window is in the closed position.

While we have illustrated and described several specific embodiments of our invention, it will be understood that these are by way of illustration only, and that various changes-and modifications may be made within the con templation of our invention and within the scope of the following claims.

We claim:

1. In combination with a window'pivotally mounted, at its top edge, "to the frame defining a window opening in a bus body panel, a base plate'portion of said frame projecting upwardly so as to overlap, in spaced relationship, the bottom edge portionof saidiwindow, resilient sealing means between said base plate portion and said bottom edge portion of the window, a plurality ofhorizontally spaced keepers secured to said bottom edge portion of the window, each including a forwardly and extending rack having a plurality of integral upstanding ears spaced horizontally to correspond to the spacing of said keepers, a plurality of guide means each in the form of top and bottom guide elements slidably engageable with the top and bottom edges of said rack'and including vertically extending outer members for confining the rack inwardly towards said bus panel for supporting said rack for horizontal movement in opposite directions, said keepers and ears including cam means to eifect compression of said sealing means "as said ears are latched by said keepers, and operating means movablein a plane closely parallel to said base plate portion and exposed to the interior of the 'bus whereby in case of accidental tilt of the bus resulting in exertion of weight by passengers lying on said window, said operating means will still be operable. I v

2. The combination recited in clairnl wherein said rack includes gear teeth and wherein said operating means comprises a plurality of pinions 'engageable with said rack teeth at horizontally spaced positions, aiquadrant shaped handle for each pinion and located underneath said rack for rotating the pinion through only 90 degrees References Cited in the file of this patent UNITED STATES PATENTS 1,605,127 Mayo Nov. 2, 1926 2,102,250 Zeeb et al 'Dec. 14, 1937 2,153,088 Knell Apr. 4, 1939 2,231,530 Edwards Feb. 11, 1941 2,821,770 Gruber Feb. 4, 1958 2,830,843 Seabury et al. Apr. 15, 1958

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US1605127 *Oct 9, 1923Nov 2, 1926William MayoAutomobile top
US2102250 *Mar 12, 1936Dec 14, 1937Emergency Window And Exit DeviReleasable window
US2153088 *Mar 24, 1936Apr 4, 1939All Steel Equip Company IncElectric locker control
US2231530 *May 31, 1938Feb 11, 1941Om Edwards Co IncWindow construction
US2821770 *Jul 13, 1953Feb 4, 1958Leslie G GruberDouble-action closure latch for divided lid caskets
US2830843 *Dec 21, 1953Apr 15, 1958O M Edwards CompanyEscape sash release mechanism for vehicles
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US8833840Mar 5, 2012Sep 16, 2014Airbus HelicoptersVehicle panel provided with a movable window, and an associated vehicle
EP0748709A1 *Jun 13, 1996Dec 18, 1996Dynamit Nobel GmbH Explosivstoff- und SystemtechnikUnlocking device for a window pane, especially for railway carriages, with a slider
EP1574646A1 *Mar 8, 2004Sep 14, 2005Parapress S.A.Window of recreational vehicle with locking device
EP2497663A1Feb 3, 2012Sep 12, 2012EurocopterVehicle panel provided with a mobile window, and associated vehicle
Classifications
U.S. Classification49/395, 292/DIG.650, 49/168, 292/160, 49/484.1
International ClassificationB60J9/02, B61D25/00, B61D19/02, B64C1/14
Cooperative ClassificationY10S292/65, B61D19/023, B61D25/00, B64C1/1484, B60J9/02
European ClassificationB61D25/00, B60J9/02, B61D19/02B, B64C1/14C2