Improvements in and connected with Passenger Oars for Railways.
Year: 1895

page_text: Date of Application, 12th Nov., 1895
Complete 'Specification Left, 12th Aug., 1896-Accepted, 17th Oct., 1896
PROVISIONAL SPECIFICATION.
Improvements in and connected with Passenger Oars for
Railways.
I, JAMES GRIEVE LORRAIN, M. Inst. E.E., M.I. Mech. E., of Norfolk House,
Norfolk Street, Strand, London, in the County of Middlesex, Chartered
Patent Agent, do hereby declare the nature of this invention (as communicated to
me by Everett Starr Joues, of Spencer, in the County of Worcester, Commonwealth.
of Massachusetts, United States of America, Gentleman), to be as follows:-
This invention relates to railway passenger cars, its object being to improve the
construction and arrangement of the same with respect to accommodatious for
night and day use, whereby the car may be easily and conveniently arranged
"chair" car for
or
"parlor
sleeping car for night use, and a
as a
$6
day use.
"
"
To this end the invention consists, first, in the construction and provision of
a series of storage compartments or berth-pockets beneath the floor of the car
within which the chairs or other day-furniture may be stored at night, and the
berths or beds and bedding during the day.
A principal object of the invention is to arrange and combine, in a car having
the berth-pocket, and the covers or trap-doors therefor, the parte necessarily
pertaining to a convertible car of the above description, (notably the trap-doors,
berthe, and the bertb-elevating and lowering devices) so that the said trap-doors
which close and cover the berth-pockets and which are adapted to be swung up
into upright positions, will support and carry the sheaves over which intermediate
parts of the berth-elevating cables have guiding supports, a part of each cable,
under this invention, being attached to the berth, while another part of the cable
is attached to the winding-drum which is located at a place suitably removed from,
and independent of, the berth.
"
The object of the invention, furthermore, is to provide means whereby the
berth-supporting and operating devices embodying substantially the arrangement
and manner of operation above set forth, shall be always reliable and efficient.
The invention consists in the combination with the car-body, the berth, a
cable or like flexible connection having a supporting attachment to the berth,.
of a winding-drum mounted independently of, and removed from, the-berth, to
which said cable is also connected and a guiding support for the cable inter-
mediate between the berth and the winding-drum, and means for operating
the drum.
The invention also consists in the combination with the car provided with a
berth-pocket and trap-doors to serve as uprights, which are provided with sheaves,
of the berth, winding-drum mounted independently of the berths, and cables
connected to the berths, having running and supporting engagements over the
sheaves, and having winding connections with the drums, substantially as
described.
The invention also consists in the combination with the vertically movable
berths and the means for hoisting and lowering them, which comprises an operating
rotary shaft, of devices applied in a convenient place for access in the car for
normally locking.such shaft against rotation, but capable of action to permit the
rotational movement of the shaft, as desirable or necessary.
The invention also consists in the interposition of means of connection or

page_text: engagement between the berth and the hoisting cables therefor (of which there
are several) of means whereby on the occasion, for any cause, of the slackening of
the cable when the berth is being moved, the slack will be taken up, leaving the
cable taut and without liability of becoming kinked or of in any manner impeding
the lowering or raising actions.
The last mentioned part of the invention consists, in substance, in the combination
and arrangement of a means of attachment or engagement between the berth and
each of the cables therefor, consisting of a casing secured to the barth, a part
movable therein to which the cable is connected, and a spring for forcing the
movable part downwardly in the casing and against the stress of which is the
draught of the cable.
And the invention consists in various other constructions and arrangements of
parts and appliances, all substantially as will hereinafter fully appear.
Reference is to be had to the accompanying drawings in which,
1
Figure 1 is a side elevation of a sleeping car constructed with a depressed portion
containing the berth-pockets.
Figure 2 is a vertical cross sectional and perspective view of the car showing the
berthi-pocket, the berths raised thereabove, and the locking-device comprised as a
part of, or combined with, the berth hoisting mechanism.
Figure 3 is a sectional elevation longitudinally of a side portion of the car as
taken on the line 2-2, Figure 6, as viewed in the direction of the arrows.
Figure 4 is a vertical cross section at one side-portion of the car, one of the
trap-doors in its upright position, in elevation beyond the plane of section,-and
the berths in their raised positions. This section is taken substantially on the
line 3-3, Figure 6, as viewed in the direction of the arrows,
Figure 5 is a view skeletonized, and in the nature of a diagram, which is deemed
advantageous in exhibiting in a very simple manner important characteristics of
the present invention.
Figure 6 is a plau view of a side-portion of the car comprising the berth-
pockets (up and out from which the trap-doors are understood. as swung, to their
vertical positions, stich doors being shown in horizontal cross section) the portions
of the berth-elevating devices which are located in the berth-pocket being bere
exposed to view.
Figure 7 is a plan view of the winding-drums (one being understood as directly
over the other,) and devices which pertain to, and co-act with, said drums.
Figure 8 is a vertical sectional view taken on the line 8-8, Figure 7.
Figure 9 is a side, or edge, view of portions of the two winding drums and of
the ring-gears therefor, and showing in sections, the cable retaining ring.
Figure 10 is a plan view of a chain-driven sprocket-wheel with indications of the
gear connection which the sprocket-wheel has with the ring gear for one of the
winding drums.
:
Figure 11 is a' vertical sectional view in detail taken on the line 11-11,
Figure 10.
Figure 12 is a plan view showing the case for the driving sprocket-wheel for
one of the winding-drums, which sprocket-wheel is indicated within the case.
Figure 13 is a vertical sectional view on line 13-13, Figure 12.
.
Figure 14 is a perspective view showing the parts comprised in the two preceding
views.
•
Figure 15 is a plau view of the case for a counter-balancing spring for one of
the berths, the apring being indicated as contained within the case.
Figure 16 is a vertical sectional view on line 16-16, Figure 15.
Figure 17 is a plan view in detail of the central upper portion of Figure 10.
Figure 18 is a vertical section showing a portion of the operating shalt of the
boisting mechanism, and the locking device therefor as in its locked position.
Figure 19 is a view substantially similar to Figure 18, but showing the parts of
the locking device as in its position of disengagement to permit the free turning of
the operating shaft.

page_text: Figure 20 is a plan view of Figure 18.
Figure 21 is a horizontal section on line 21-21, Figure 18.
Figures 22 and 23, and 24 and 25, are elevations and sections of peculiarly
designed holder-oasings for guiding sheaves, said sheaves and their journals being
clearly shown in the sectional views, Figures 23 and 25.
Figures 26 and 28 are front views of the casings which are set within the trap-
doors and which contain the cable-supporting and guiding sheaves heretofore
spoken of as supported by said trap-doors, portions of the front caps of the casings
being broken away, exposing the contained sheaves, and parts of the cables.
Figures 27 and 29 are vertical oross sections centrally of Figures 26 and 28.
Figures 30 and 31 are prospective views of cable-guiding sheaves and the
supporting means therefor which are provided intermediate between the winding-
drums and the cable-guiding devices shown in Figures 22 and 24.
Figure 32 is a perspective view showing a part of a berth-pocket, the berth
therein, and the trap-door or cover which may cover the berth-pocket, and also
serves as the supporting upright for the berth, the location of the cablo and berth
connection being shown.
Figure 33 is a vertical sectional view on a larger scale of the aforenamed parts,
the trap-door being in its upright position, the berth being raised out from the
berth-pocket, and the details of construction of the cable and berth take-up
connection being shown.
Figure 34 is a vertical sectional view similar to Figure 33, but showing the
trap-door as in its horizontal position over the berth which is in the berth-pocket,
the movable parts of the take-up connection being, however, in different relative
positious.
Figure 35 is a face view of an end portion of the berth at the corner thereof.
Similar characters of reference indicate corresponding parts in all of the
views.
The railway sleeping car A. has along its side a succession of pits, or. berth-
pockets, B. partitioned one from another, each of a width and length suitable to
accommodate a berth, and of a depth more than sufficient to receive therein two
berths, one closely above the other. Each berth-pocket as shown, is provided with
a niain bottom, a, and a false bottom 75, at some little distance thereabove.
C. C. represent the berths, and D. D. represent the hinged or trap doors which
may be swung or folded down, as indicated by the dotted lines in Figures 3 and 4,
to lie closely and horizontally together on the supporting ledges, b, so as to be flush
with the flooring of the car during the day, at which time the berths, C. C., are in
their out-of-the-way dispositious in the berth-pocket.
Each of the trap doors D has set within its inner face, bushings or sheave-
casings E with the sheaves e, journaled therein,-see Figures 2 and 4 and
26 to 29.
In the bottom of each pit, or berth-pooket, is a winding-drum F, of comparatively
large diameter, for each of the berths, the two winding drums which are of slight
thickness, axially, are arranged the one on top of the other, both being journal
supported in a cage or frame therefor.
For each berth are four cables d. the same being secured to the corners of the
berth, thence running, within grooves 26, within the face of the trap-doors over
and around the sheaves, e e, (the sheave casings E having the openings leading
thereinto for the passage of the cables, as seen at 64, Figures 26 and 28); and the
cables thence extend downwardly along the grooved doors to and around the
guiding sheaves which are within the sheave-cases. at the corners and bottom of
the. berth-pockets to winding connections with the winding drums F F, which
rotate in horizontal planes. There are, for the guidance and easy running of the
cable, other guide-sheaves, hh, on suitable stands therefor which are secured upou
the bottom of the berth-pocket.
It will be noticed in Figures 2, 4, and 26 to 29, that the upper pair of sheaves, e,
for the cable to support one end of the upper berth, is of greater diameter than

page_text: that for the pair of sheaves around which pass the cables for supporting the
corresponding end of the lower berth.
By this arrangement the cables may have their connections with the berths
suitably near the corner of the latter and yet not interfere the one cable with the
other in its course to the winding-drum.
The sheave-cases E which are sunk within the thickness of the trap-doors, D,
consist of metallic boxes with front caps screwed thereon so as to be flush with the
doors, and the central screw-pin, 62, constituting the journal support on which the
grooved sheave, e, is mounted, there being usually interposed an anti-friction
bushing sleeve, 63, of graphite or other suitable material.
The two winding-drums, F F, are mounted to rotate horizontally within the
frame, G, which consists of upper and lower halves each, as shown, comprising the
cross-members, 32, 32, and the diagonal members, 33, 33, the. whole being
adequately stiffened by the ribs, substantially as shown. Of course, this frame
may be varied in design.
This frame has the central journal-bolt, or pin, g, about which is placed the
sleeve, 13, which may be bolted to the lower member of the frame G by being
formed with inner and outer annular walls and uniting part at one end, as seen at
Figure 8, through which the confining bolts 18 may be passed. This sleeve, 13, at
its bottom has the outwardly extended flange 17 with the concentric ball-groove 19
within its top face. The lower winding-drum has its hub set loosely about the
sleeve and is sustained by, and slightly above, the flanged part, 17, of the sleeve
by the balls 16 which are interposed, the bottom of the winding-drum hub being
grooved to form, in part, a raceway for said balls.
The upper drum is superposed upon the lower one, the adjacent faces of the
hubs being circularly grooved to constitute a race for the balls 15, and there is a
rib-and-groove engagement, as seen at i, between the proximate faces of the hubs
of the two winding-drums to constitute a dust-guard. There is a circular retaining
plate,, which rests, and is held, in bearing proximity to the upperside of the top-
winding drum through the medium of the interposed balls 14, which are retained
by the circular grooving of the said plate j; and top of the upper winding-
drum-hub.
This top part of the bub and said plate i have annular rib-and-groove engage-
ments for the further exclusion of dust from the bearings.
Each winding-drum has four peripheral grooves for the four cables for each
berth, which cables approach the drums tangentially, as seen in Figure 7, passing
through apertures 11, in the outwardly distended portions 12, of the retaining
ring k
The retaining ring k is supported concentrically and closely outside of; and in
common to, both of the groove winding-drums, by the arms 8 which are primarily
supported by the aforesaid frame G.
The inner face of the retaining ring is so close to the circumferentially grooved
winding-drums that the cable cannot so loosen up on the drum for any reason,
whereby it might clear the grooves, without having a restraining contact with the
retaining-ring.
The upper drum has, at or near the plane of its top, and the lower drum has,
at or near the plane of its bottom, the radially extended arme, or lugs, 37, 37,
supporting the ring-gears H. With each of these ring-gears meshes a pinion m,
journaled in corresponding plane to the plane of rotation of the ring-gear, upon
journal-pins, or shafts 10, vertically applied between, and supported by, the upper
and lower balves of the supporting frame G.
Each of these pinions mis coustructed as a part of a sleeve upon which is
eecured a sprocket-wheel, n, around which passes a sprocket chain 7, which has its
course horizontally to and around the driving-sprocket-wheel 6, contained in
the metallic casing and journal support g, which is beneath the car floor and
secured to, and supported on, the vertical external wall of the berth-pocket which
is towards the middle of the car-body.

page_text: The timber or aill at the side of the berth-pocket, is apertured, as seen at 76, to
permit of the free passage of the chain to and around the driving-sprocket-
wheel 6.
This sprocket-wheel case q consists of the upper and lower matching halves,
the chamber in which opens at the side, as seen at 27, Figure 13, to the afore-
mentioned opening 76 in the sill.
The sprocket-wheel 6 is fast upon and operated by the vertical shaft 5 which
has ball journal bearings, as seen in Figure 13, constructed and provided in the
said casing. The said sprocket operating shaft 5 has at its lower end, about which
the sprocket-wheel 6 is keyed, or otherwise secured, the enlargement 23 with the
substantially conical portions 24-24, against which the balls r.10. The lower set
of balls having their bearing in the cup-like bashing 25 which is set within the
depression, in the lower section of the separable casing. The upper section of this
casing is formed with the hub, 21, which surrounds the vertical opening through
the top wall and within-which opening is placed the ball-bearing ring 22; the
upper portion of the opening through the hub 21, is screw-threaded and received
therewithin the threaded ring which may he turned down to a forcing bearing
against the ring 22.
The cap 20 overlies the upper portion of the said hub 21, and closely encircles
the shaft 5.
With the ring gear H for each winding-drum engages a spur gear t, which is
secured to a rotatable arbor 28, to which one end of a volute counterbalancing
spring u, is fast, the other end of the spring being fastened to a fixed pin or
part 9, outside of the casing and support J within which the said spring is
enclosed.
Each spring-casing J may be supported by the aforesaid frame G. Each gear t
is peculiarly applied to its arbor, so that when the spring is to be wound up, for
more or less reaction upon the arbor, to change its counterbalancing effect, the
rotation of the arbor may be effected without rotating the gear-wheel, which is
in mesh with the ring-gear H. The gear t has a part thereof, a sleeve or hub 29,
with a key-way opposite a key-way in the end of the arbor, and the key or pin 30
locks the hub and the arbor together, when desired. By removing the key, the
arbor for the spring may be turned to wind or unwind, independently of the
gear-wheel.
-The cables for supporting one end, near the corner of two berths run from two
drums, FF, tangentially and parallel with the length of the car to the corner
guiding sheaves 57-7, these oables passing with guiding engagements over the
intermediate sheaves h, which are arranged at different heights, as seen in
Figure 3, to correspond to the inclined courses of these two particular cables.
Two other cables for the corresponding end of the two berths also run from
the upper and lower winding-drums, tangentially and obliquely towards the same
end of the berth-pocket, but to the opposite corners thereof, to the second set of
corner guiding sheaves which are mounted in a journal-supporting casing, especially
designed to support these latter guiding sheaves at planes oblique to the end wall
of the pocket against which the sheave casing is secured, and so that there need
be necessity for but little mortising or cutting into the timber at the end of the
pocket.
These arrangements of the running and guiding of the cables as above described,
provided for the adjacent ends of two berths, are repeated at the opposite side of
the winding-drums and at the opposite end of the berth-pocket for the supporting
connections at the opposite ends of the upper and lower berths.
The enclosing case,/, within which are mounted one-pair of said sheaves, 57-57,
on which the oblique courses of the cables run, have the attachment lugs.58,
whereby they may be secured to the end partition wall of the berth-pocket, and
this case comprises separable enclosing portions 59-59, standing obliquely to the
said attachment lugs, aud these portions support a journal piu or bolt 60, which
extends across and perpendicularly to, the opposite side wall of the casing. The

page_text: chamber within the one-half of the casing (the right-hand half, Figure 22,) is of
smaller diameter than that within the other half, and the sheaves 57, 57, are of
unequal diameters.
Thus the projection of the part of the casing which extends rearwardly beyond
the plane of the attachment lugs need not be so great as would be the case were
the right-hand sheave of as great diameter as the left-hand one, and the half of the
casing, enclosing it, correspondingly enlarged. The front of each sheave-
casing is provided with the apertures 61 for the passage therethrough of the
cables.
The two cables for each end of a given berth are arranged substantially as
indicated in the drawing, they both have their ends secured to the winding-drum
provided for such berth at the same circumferential point, whereby the turning of
the drums in a given direction, winds or unwinds, both of the cables equally
and ensures avoidance of a slackening of the one cable while the other may
be taut.
In practice, neither drum is ever fully encircled by the connected terminal of the
cable, even when the berths are fully raised.
Figures 2 and 4 show the manner of operating the berth-elevating and lowering
mechanism, the rotational force being applied to the sprocket-shaft, for operating
each berth by a suitable wrench or implement, as is manifest.
The operating-shaft 5, connected to the sprocket-wheel 6, and coincident with
the vertical axis about which it rotates, has its extension upwardly through the
car flooring within a bushing or casing 49 set. therewithin. See Figures 18
and 19.
The casing 49, which may be of cast iron, is of a generally cylindrical form,
having the opening top, the outlying circular flange 3, and the bottom 54 with a
central aperture therein.
The case is constructed internally of varying diameters at different parts, whereby
there are formed the shoulders, 46 and 47. The upwardly opening orifice of the
case is screw-threaded, as seen at 48. In the bottom of the case 49, is a hardened
ring 50 which constitutes a ball-bearing race-way.
A ring 44, with the internal teeth 51, is set within the case, it resting on the
shoulder seat 47, therefor.
The said operating-shaft 5 is let down through the case, to the connection with
the sprocket-wheel 6, said shaft having the squared upper extremity 42, and the
approximately conical enlargement 52 next therebelow, between which and the
hardened ring are the balls 53.
Around the upper squared end of the operating shaft 5, and within the upper
part of the casing, is loosely fitted the cylindrical piece 43, with the square axial.
aperture 41, this baving at its lower portion' the series of outwardly projecting
teeth 45, which match with the teeth 44, inwardly projecting from the internal
wall of the case. For practicability and preference of construction, the teeth are
provided upon the vertically movable cylindrical part 43, by being made in a
separate ring, which ring is shrunk, or otherwise attached, upon the said part 43.
A spiral spring 55, is applied, surrounding the shaft 5, between the enlarged
part 52 of the shaft and the bottom of the vertically movable part 43, for normally
maintaining the latter up to its uppermost limit.
The screw-threaded ring 40 is set in the screw-tapped orifice of the casing, its
inner edge at its bottom overlying the ring 44, and also, us is more important,
overhanging the teeth outstanding radially from the part 43.
Thus it will be seen that there is combined with the shaft 5, for operating the
berth-hoisting-mechanism, having the squared or equivalent formed upper extremity,
and the casing 49, having internal projections, or teeth, a part adapted for a clutch-
like or locking engagement within and with the case, and which, moreover, has a
sliding, though nou-rotatable engagement with the shaft, and which may be moved
downwardly on the shaft so as to force the said part-43 against the retracting spring
therefor, so far downwardly as to carry it out of its clutch engagement with the

page_text: toothed part, of the casing, whereby, by the wrench 4, or other suitable 'implement,
the shaft may be turned in either direction.
-It is of course apparent that the implement which turns the shaft does,
preparatory to the turning effect, by its mere downrar.l. force, establish the
conditions whereby the shaft may be thereby turned.
The shoulder 46, is regarded as a desirable provision in the casing as serving to
limit the sliding part 43 against undue downward movement.
And, furthermore, it is understood that when the berth has been fully, or
partially, hoisted by allowing the part 43 to rise to its clutch engagement, the
berth cannot then have any movement, either to-descend or rise further except as
purposed and permitted by again pressing the sliding part 43 downwardly.
On the berth C near each corner thereof is the casing and guide 65, it having
the plate 71, by means of which it may be secured by screws, as shown, and it has
the downwardly opening bore 80 with a contracted opening 81 at its upper end,
whereby is formed the internal shoulder 66. Within this bore is, the tubo 68
externally threaded at its lower end.
A sleeve 69 surrounds the tube, being supported by the nut 70 which screws
onto the threaded lower end of the tube. The spiral spring 07 is applied between
the sleeve 69 and the interual shoulder 66:
The terminal of the cable is passed through the tube and has its lower end
enlarged in any adequate and practicable manner, so as to be engaged with the
lower end of the sleeve, all as pininly shown in the drawings.
The weight of the berths is greatly in excess of the recoil of the springs 67;
hence, when the berth is in suspension the springs will be compressed to their
maximum. When the berth is lowered into the berth-pocket, and the trap-door is
swung downward, a slackening of the cables ensues because of the fact that the
point of running engagement which the cable has with the sheave at f is not in
the same vertical line with the centre of swinging movement at 72, of the trap-
door.
Therefore, as the door is swung downwardly and the distance between the
sheaves at and slightly decreases, the tendency of the cable to slacken will
be overcome by the action of the compensating connection described.
Of course, the take-up action of the cable will be accomplished when the
slackening of the cable may be caused from any other cause than the one just
explained.
Dated this 28th day of October 1895.
Improvements in and connected with. Passenger Cars for
Railways.
I, JAMES GRIEVE LORRAIN, M.I.E.E., M.I. Mech. E., of Norfolk House,
Norfolk Street, Strand, London, W.C., in the County of Middlesex, Chartered
Patent Agent do hereby declare the nature of this invention (as communicated
to me from abroad by Everett Starr Jones, of Spencer, in the County of Worcester,
Commonwealth of Massachusetts, United States of America, Gentleman,) and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This invention relates to railway passenger cars, its object being to improve the
construction and arrangement of the same with respect to accommodations for night
and day use, whereby the car may be easily and conveniently arranged as a
"sleeping" car for night use, and a "parlor" or "chair "car for day 'use..
To this end the invention consists, first, in the construction and provision of a
'

page_text: series of storage compartments or berth-pockets beneath the floor of the car within
which the chairs or other day-furniture may be stored at night, and the berths or
beds and bedding during the day.
A principal object of the invention is to arrange and combine, in a car having
the bertb-pocket, and the covers or trap-doors therefor, the parts necessarily
pertaining to a convertible car of the above description, (notably the trap-doors,
berths, and the berth-elevating and lowering devices,) so that the trap-doors which
close and cover the berth-pockets and which are adapted to be swung up into
upright positions, will support and carry the sheaves over which intermediate
parts of the berth-elevating cables have guiding supports, a part of each cable,
under this invention, being attached to the berth, while another part of the cable
is attached to the winding-drum which is located at a place suitably removed from,
and independent,of, the berth.
The object of the invention, furthermore, is to provide means whereby the
berth-supporting and operating devices embodying substantially the arrangement
and manner of operation above set forth, shall be always reliable and efficient.
The invention consists in the combination with the car-body, the berth, a cable
or like flexible connection having a supporting attachment to the berth, of a
winding-drum mounted independently of, and removed from, the berth, to which
said cable is also connected and a guiding support for the cable intermediate
between the berth and the winding-drum, and means for operating the drum.
The invention also consists in the combination with the car provided with a
berth-pocket and trap-doors to serve as uprights, which are provided with sheaves,
of the berth, winding-drum mounted independently of the berths, aud cables
connected to the berths, having running and supporting engagements over the
sheaves, and baving winding connections with the drums, substantially as.
described.
The invention also consists in the combination with the vertically movable berths
and the means for hoisting and lowering them, which comprises an operating
rotary shaft, of devices applied in a convenient place for access in the car for
normally locking such shaft against rotation, but capable of action to permit the
rotational movement of the shaft, as desirable or necessary..
The invention also consists in the interposition of means of connection or
engagement between the berth and the hoisting cables therefor (of which there
are several) of means whereby on the occasion, for any cause, of the slackening
of the cable when the berth is being moved, the slack will be taken up, leaving
the cable taut and without liability of becoming kinked or of in any manner
impeding the lowering or raising actions.
The last-mentioned part of the invention consists, in substance, in the combination
and arrangement of a means of attachment or engagement between the berth and
each of the cables therefor, consisting of a casing secured to the berth, a part
movable therein to which the cable is connected, and a spring for forcing the
movable part downwardly in the casing and against the stress of which is the
draught of the cable.
And the invention consists in various other constructions and arrangements of
parts and appliances, all substantially as will hereafter fully appear and be set
forth in the claims.
Reference is to be had to the drawings left with the Provisional Specification in
which,
-
Figure 1 is a side elevation of a sleeping car construoted with a depressed
portion containing the berth-pockets.
Figure 2 is a vertical cross sectional and perspective view of the car showing
the berth-pocket, the berths raised thereabove, and the locking-device comprised
as a part of, or combined with, the berth-hoisting mechanism.
Figure 3 is a sectional elevation longitudinally of a side. portion of the car as
taken on the line, 2-2, Figure 6, as viewed in the direction of the arrows.
Figure 4. is a vertical cross section at one side-portion of the car,-one of the

page_text: trap-doors in its upright position, in elevation beyond the plane of section,-and
the berths in their raised positions. This section is taken substantially on the
line 3-3, Figure 6, as viewed in the direction of the arrows.
Figure 5 is a view skeletonized, and in the nature of a diagram, which is deemed
advantageous in exhibiting in a very simple manner important characteristics of
the present invention.
Figure 6 is a plan view of a side-portion of the car comprising the berth-
pockets (up and out from which the trap-doors are understood as swung to their
vertical positions, such doors being shown in horizontal cross section) the portions
of the berth-elevating devices which are located in the berth-pocket being here
exposed to view.
Figure 7 is a plan view of the winding-drums (one being understood as directly
over the other,) and devices which pertain to, and co-act with, said drums.
Figure 8 is a vertical-sectional view taken on the line 8—8, Figure.7.
Figure 9 is a side, or edge, view of portions of the two winding-drums and of
the ring-gears therefor, and showing in sections, the cable retaining ring,
Figure 10 is a plan view of a chain-driveu sprocket-wheel with indications of
the gear connection which the sprocket-wheel has with the ring gear for one of
the winding-drums.
Figure 11 is a vertical sectional view in detail taken on the line 11-11,
Figure 10.
Figure 12 is a plan view showing the case for the driving sprooket-wheel for
one of the winding-drums, which sprocket-wheel is indicated within the case.
Figure 13 is a vertical sectional view on line 13-13, Figure 12.
Figure 14 is a perspective view showing the parts comprised in the two preceding
views..
Figure 15 is a plan view of the case for a counterbalancing spring for one of
the berths, the spring being indicated as contained within the case.
Figure 16 is a vertical sectional view on line 16-16, Figure 15.
Figure 17 is a plan view in detail of the central upper portion of Figure 16.
Figure 18 is a vertical section showing a portion of the operating shaft of the
hoisting mechanism, and the locking device therefor as in its locked position.
Figure 19 is a view substantially similar to Figure 18, but showing the parts of
the locking device as in its position of disengagement to permit the free turning
of the operating shaft.
Figure 20 is a plan view of Figure 18.
Figure 21 is a horizontal section on line 21-21, Figure 18.
Figures 22 and 23, and 24 and 25, are elevations and sections of peculiarly
designed holder-casings for guiding sheaves,-said-sheaves and their journals being
clearly shown in the sectional views, Figures 23 and 25.
Figures 26 and 28 are front views of the casings which are set within the trap-
doors and which contain the cable-supporting and guiding sheaves heretofore
spoken of as supported by said trap-doors, portions of the front caps of the
casings being broken away, exposing the contained sheaves, and parts of the
cables.
Figures 27 and 29 are vertical cross sections centrally of Figures 26 and 28.
Figures 30 and 31 are perspective views of cable-guiding sheaves and the
supporting means therefor which are provided intermediate between the winding-
drums and the cable-guiding devices shown in Figures 22 and 24.
Figure 32 is a perspective view showing a part of a berth-pocket, the berth
therein, and the trap-door or cover which may cover the berth-pocket, and also
serves as the supporting upright for the berth, the location of the cable and berth
connection being shown.
!
Figure 33 is a vertical sectional view on a larger scale of the aforenamed parts,
the trap-door being in its upright position, the berth being raised out from the
berth-pocket, and the details of construction of the cable and berth take-up-
connection being shown.

page_text: Figure 34 is a vertical sectional view similar to Figure 33, but showing the
trap-door as in its horizontal position over the berth which is in the berth-pocket,
the movable parts of the take-up connection being, however, in different relative
positions.
Figure 35 is a face view of an end portion of the berth at the corner thereof.
Similar characters of reference indicate corresponding parts in all of the views.
The railway sleeping-car A. has along its side a succession of pits, or borth-
pockets, B. partitioned one from another, each of a width and length suitable to
accommodate a berth, and of a depth more than sufficient to receive therein two
berths, one closely above the other. Each berth-pocket, as shown, is provided
with a main bottom, a, and a false bottom 75, at some little distance thereabove.
C. C. represent the berths, and D. D. represent the hinged or trap doors which
may be swung or folded down, as indicated by the dotted lines in Figures 3 and 4,
to lie closely and borizontally together on the supporting ledges, b, so as to be
flush with the flooring of the car during the day, at which time the berths, C. C,
are in their out-of-the-way dispositions in the berth-pocket.
Each of the trap-doors D has set within its inner face, bushings or sheave-
casings E with the sheaves e, journaled therein, see Figures 2 and 4 and 26 to 29.
In the bottom of each pit, or berth-pocket, is a winding-drum F, of a
comparatively large diameter, for each of the berths, the two winding-drums which.
are of slight thickness, axially, are arranged the one on top of the other, both
being journal supported in a cage or frame therefor.
For each berth are four cables d, the same being secured to the corners of the
berth, thence running, within grooves 26, within the face of the trap-doors over
and around the sheaves, e e, (the sheave casings E having the openings leading
thereinto for the passage of the cables, as seen at 64, Figures 26 and 28;) and
the cables thence extend downwardly along the grooved doors to and around the
guiding sheaves which are within the sheave-cases f, at the corners and bottom
of the berth-pockets to winding-connections with the winding-drums F F, which
rotate in horizontal planes. There are, for the guidance and easy running of the
cable, other guide-sheaves, hh, on suitable stands therefor which are secured upon
the bottom of the berth-pocket.
It will be noticed in Figures 2, 4, and 26 to 29, that the upper pair of sheaves, e,
for tlie cable to support one end of the upper berth, is of greater dionieter than
that for the pair of sheaves around which pass the cables for supporting the
corresponding end of the lower berth.
By this arrangement the cables may have their connections with the berths
auitably near the corner of the latter and yet not interfere the one cable with the
other in its course to the winding-drum.
The sheave-cases E which are sunk within the thickness of the trap-doors, D,
consist of metallic boxes with front caps screwed thereon so as to be flush with the
doors, and the central screw-pin, 62, constituting the journal support on which the
grooved sheave, e, is mounted, there being usually interposed an anti-friction
bushing sleeve, 63, of graphite or other suitable material.
The two winding-drums, F F, are mounted to rotate horizontally within the
frame, G, which consists of upper and lower halves each, as shown, comprising
the cross-members, 32, 32, and the diagonal members, 33, 33, the whole being
adequately stiffened by the ribs, substantially as shown. Of course, this frame
may be varied in design.
This frame has the central journal-bolt, or pin, g, about which is placed the
sleeve, 13, which may be bolted to the lower member of the frame G-by being
formed with inner and outer annular walls and uniting part at one end, as seen
at Figure 8, through which the confining bolts 18 may be passed. This sleeve, 13,
at its bottom has the outwardly extended flange 17 with the concentric ball-
groove 19 within its top face. The lower winding-drum F has its hub set loosely
about the sleeve and is sustained by, and slightly above, the flanged part, 17, of

page_text: the sleeve by the balls 16 which are interposed, the bottom of the winding-drum
hub being grooved to form, in part, a raceway for said balls.
The upper drum is superimposed upon the lower one, the adjacent faces of the
hubs being circularly grooved to constitute a race for the balls 15, and there is a
rib-and-groove engagement, as seen at i, between the proximate faces of the hubs
of the two winding-drums.to.constitute a dust-guard. There is a circular retaining
plate, j, which rests, and is held, in bearing proximity to the upper side of the top-
winding-drum through the medium of the interposed balls 14, which aro retained
by the circular grooving of the said plate j, and top of the upper winding-
drum-hub.
This top part of the hub and said plate have annular rib-and-groove engagements
for the further exclusion of dust from the bearings.
Each winding-drum has four peripheral grooves for the four cables for cach
berth, which cables approach the drums tangentially, as seen in Figure 7, passing
through apertures 11, in the outwardly distended portions 12, of the retaining
ring k.
The retaining ring & is supported concentrically and closely outside of, and in
common to, both of the groove winding-drums, by the arms 8 which aro primarily
supported by the aforesaid frame G.
The inner face of the retaining ring is so close to the circumferentially grooved
winding-drums that the cable cannot so loosen up on the drum for any reason,
whereby it might clear the grooves, without having a restraining contact with the
retaining-ring.
The upper drum has, at or near the plane of its top, and the lower drum has, at
or near the plane of its bottom, the radially extended arms, or lugs, 37, 37,
supporting the ring-gears H. With each of these ring-gears meshes a pinion m,
journaled in corresponding plane to the plane of rotation of the ring-gear, upon
journal-pins, or shafts 10, vertically applied between, and supported by, the upper,
and lower halves of the supporting frame G.
Each of these pinions m is constructed as a part of a sleeve upon which is secured
a sprocket-wheel, n, around which passes a sprocket-chain 7, which has its course
horizontally to and around the driving-sprocket-wheel 6, contained in the metallic
casing and journal support g, which is beneath the car floor and secured to, and
Bupported on, the vertical external wall of the berth-pocket which is towards the
middle of the car-body.
The timber or sill at the side of the berth-pocket, is apertured, as seen at 76,
to permit of the free passage of the chain to aud around the driving-sprocket-
wheel 6.
This sprocket-wheel case. q consists of the upper and lower matching halves, the
chamber in which opens at the side, as seen at 27, Figure 13, to the aforementioned
opening 76 in the sill.
The sprocket-wheel: 6 is fast upon and operated by the vertical shaft 5 which
has ball journal bearings, as seen in Figure 13, constructed and provided in the
same casing. The said sprocket operating shaft 5 has at its lower end, about
which the sprocket-wheel 6 is keyed, or otherwise secured, the enlargement 23
with the substantially conical portions 24-24, against which the balls run, the
lower set of balls having their bearing in the cup-like bushing 25 which is set
within the depression, in the lower section of the separable casing. The upper
section of this casing is formed with the hub, 21, which surrounds the vertical
opening through the top wall and within which opening is placed the ball-bearing
ring 22; the upper portion of the opening through the bub 21, is screw-threaded
and received therewithin the threaded ring which may be turned down to a forcing
bearing against the ring 22.
The cap 20 overlies the upper portion of the said hub 21, and closely encircles
the shaft 5.
With the ring-gear H for each winding-drum engages a spur-gear t, which is
secured to a rotatable arbor 28, to which one end of a volute counterbalancing

page_text: spring-u, is fast, the other end of the spring being fastened to a fixed pin or part 9,
outside of the casing and support J within which the said spring is located.
Each spring-casing J may be supported by the aforesaid frame G. Each gear t
is peculiarly applied to its arbor, so that when the spring is to be wound up, for
more or less reaction upon the arbor, to change its counterbalancing effect, the
rotation of the arbor may be effected without rotating the gear-wheel, which is in
mesh with the ring-gear H. The gear has a part thereof, a sleeve or bub 29,
with a key-way opposite a key-way in the end of the arbor, and the key or pin 30
locks the hub and the arbor together, when desired. By removing the key, the
arbor for the spring may be turned to wind or unwind, independently of the gear-
wbeel.
The cables for supporting one end, near the corner of two berths run from two
drums, FF, tangentially and parallel with the length of the car to the corner
guiding sheaves 57-57, these cables passing with guiding engagements over the
intermediate sheaves h, h, which are arranged at different heights, as seen in
Figure 3, to correspond to the inclined courses of these two particular cables.
Two other cables for the corresponding end of the two berths also ran from the
upper and lower winding-drums, tangentially and obliquely towards the same end.
of the berth-pocket, but to the opposite corners thereof, to the second set of corner
guiding sheaves which are mounted in a journal-supporting casing, especially
designed to support these latter guiding sheaves at planes obliquely to the end
wall of the pocket against which the sheave casing is secured, and so that there
need be necessity for but little mortising or cutting into the timber at the end of
the pocket.
These arrangements of the running and guiding of the cables as above described,
provided for the adjacent ends of two bertha, are repeated at the opposite side of
the winding-drums and at the opposite end of the berth-pocket for the supporting
connections at the opposite ends of the upper and lower berths.
The enclosing case, f, within which are mounted one pair of said sheaves, 57-57,
on which the oblique courses of the cables run, have the attachment lugs 58,
whereby they may be secured to the end partition wall of the berth-pocket, and
this case comprises separable enclosing portions 59-59, standing obliquely to the
Faid attachment lugs, and those portions support a journal pin or bolt 60, which
extend across and perpendicularly to, the opposite side wall of the casing. The
chamber within the one-half of the casing (the right-hand half, Figure 22,) is of
smaller diameter than that within the other half, and the sheaves, 57, 57, are of
unequal diameters.
Thus the projection of the part of the casing which extends rearwardly. beyond
the plaue of the attachment lugs need not be so great as would be the case were
the right-hand sheave of as great diameter as the left-hand one, and the half of the
casing, enclosing it, correspondingly enlarged. The front of each sheave-casing f
is provided with the apertures 61 for the passage therethrough of the cables.
The two cables for each end of a given berth are arranged substantially as
indicated in the drawing, they both have their ends secured to the winding-drun
provided for such berth at the same circumferential point, whereby the turning of
the drums in a given direction, winds or unwinds, both of the cables equally and
ensures avoidance of a slackening of the one cable while the other may be taut.
"In practice, neither drum is ever fully encircled by the connected terminal of
the cable, even when the berths are fully raised.
Figures 2 and 4 show the manner of operating the berth-elevating and lowering
mechanism, the rotational force being applied to the sprocket-shaft 5, for
operating each berth by a suitable wrench or iuplement, as manifest.
The operating shaft 5, connected to the sprocket-wheel 6, and coincident with
the vertical axis about which it rotates, has its extension upwardly through the
car flooring within a bushing or casing 49 set therewithin. Sec Figures 18
and 19.
The casing 49, which may be of cast iron, is of a generally cylindrical form;

page_text: having the opening top, the outlying circular nange 3, and the bottom WLCLE &
central aperture therein.
The case is constructed internally of varying diameters at different parts,
whereby there are formed the shoulders, 46 and 47. The upwardly opening orifice
of the case is screw-threaded, as seen at 48. In the bottom of the caso 49, is a
hardened ring 50 which constitutes a ball-bearing race-way.
•
A ring 44, with the internal teeth 51, is set within the case, it resting on the
shoulder seat 47, therefor.
The said operating-shaft 5 is let down through the case, to the connection with
the sprocket-wheel 6, said shaft having the squared upper extremity 42, and the
approximately conical enlargement 52 next therebelow, between which and the
hardened ring are the balls 53.
Around the upper squared end of the operating shaft 5, and within the upper
part of the casing, is loosely fitted the cylindrical piece 43, with the square axial
aperture 41, this having at its lower portion the series of outwardly projecting
teeth 45, which match with the teeth 44, inwardly projecting from the internal wall
of the case.
For practicability and preference of construction, the teeth are
provided upon the vertically movable cylindrical part 43, by being made in a
separate ring, which ring is shrunk, or otherwise attached, upon the said part 43.
A spiral spring 55, is applied, surrounding the shaft 5, between the enlarged
part 52 of the shaft and the bottom of the vertically movable part 43, for normally
maintaining the latter up to its uppermost limit.
"
The screw-threaded ring 40 is set in the screw-tapped orifice of the casing, its
inner edge at its bottom overlying the ring 44, and also, as is more important,
overhanging the teeth outstanding radially from the part 43.
Thus it will be seen that there is combined with the shaft 5, for operating tho
berth-hoisting-mechanism, having the squared or equivalent formed upper
extremity, and the casing 49, having internal projections, or teeth, a part adapted
for a clutch-like or locking engagement within and with the case, and which,
moreover, has a sliding, though non-rotatable engagement with the shaft, and
which may be moved downwardly on the shaft so as to force the said part 43
ngainst the retracting spring therefor, so far downwardly as to carry it out of its
clutch engagement with the toothed part, of the casing, whereby, by the wrench 4,
or other suitable implement, the shaft may be turned in either direction,
It is of course apparent that the implement which turns the shaft does, preparatory
to the turning effect, by its mere downward force, establish the conditions whereby
the shaft may be thereby turned.
The shoulder 46, is regarded as a desirable provision in the casing as serving to
limit the sliding part 43 against undue downward movement.
And, furthermore, it is understood that when the berth has been fully, or
partially, hoisted by allowing the part 43 to rise to its clutch engagement, the
berth cannot then have any movement, either to descend or rise further except as
purposed and permitted by again pressing the sliding part 43 downwardly.
On the berth C near each corner thereof is the casing and guide 65, it having
the plate 71, by means of which it may be secured by screws, as shown, and it has
the downwardly opening bore 80 with a contracted opening 81 at its upper end,.
whereby is formed the interual shoulder 66. Within this bore is the tube 68
externally threaded at its lower end.
A sleeve 69 surrounds the tube, being supported by the nut 70 which screws
onto the threaded lower end of the tube. The spiral spring 67 is applied between
the sleeve 69 and the internal shoulder 66.
The terminal of the cable is passed through the tube and has its lower end
enlarged in any adequate and practicable manner, so as to be engaged with the
lower end of the sleeve, all as plainly shown in the drawings.
Tho weight of the berths is greatly in excess of the recoil of the springs 67;
hence, when the berth is in suspension the springs will be compressed to their
maximum. When the berth is lowered into the berth-pocket, and the trap-door is-

page_text: swung downward, a slackening of the cables ensues because of the fact that the
point of running engagement which the cable has with the sheave at f is not in
the same vertical line with the centre of swinging movement at 72, of the
trap-door.
Therefore, as the door is swung downwardly and the distance between the
sheaves at E and slightly decreases, the tendency of the cable to slacken will be
overcome by the action of the compensating connection described.
Of course, the take-up action of the cable will be accomplished when the
slackening of the cable may be caused from any other cause than the one just
explained.
Having now particularly described and ascertained the nature of my anid inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. A railway car constructed with a series of contiguous compartments at each
side beneath the floor, co-extensive with ordinary berth-sections, provided with
beds or berths, and day furniture, adapted to be alternately stored in said compart-
ments, and the compartments provided with movable covers constituting part of
the floor when in place, and supports for the berths when removed therefrom,
whereby the car may be interchangeably equipped as a parlor or chair car by day,
and a sleeping car at night, substantially as set forth.
2. The combination with the car provided with a berth-pocket, and trap-doors
therefor, to serve as uprights, which are provided with sheaves, of the berth,
winding-drums mounted independently of the berth, and cables, or like flexible
connections, connected to the berth, having running and supporting engagements
over the sheaves, and having winding connections with the drums, substantially as
described.
3. In a railway sleeping car, having a pit, or berth-pocket, the trap-doors
adapted to constitute uprights and having the sheaves, tlie berths, the winding-
drums in the berth-pocket, the cables each having a connection with the berth and
with one of the drums, and by an intermediate part having a running engagement
over the sheaves supported on the trap doors, and means for rotating the winding-
drums, substantially as described.
4. The combination with the car-body having the pit, or berth-pocket, and a
berth adapted to have an out-of-the-way disposition in said berth-pocket, of a
winding-drum mounted independently of, and removed from, the berth and cables
connected to the berth and to the winding-drum and guiding supports for the
cables intermediate between the berth and the winding-drum, substantially as
described.
5. In a railway sleeping car in combination, the car-body having a berth-pocket
with a winding-drum therein, a berth adapted to be disposed in the berth-pocket
and to be elevated therefrom, trap-doors for covering the berth-pocket and to be
upwardly swung into an upright position and having sheaves mounted thereupon,
cables connected to the winding-drum and also to the berth and having inter-
mediately thereof supporting and guiding appliances the same essentially comprising
the aforesaid sheave, a sprocket-wheel n having a gear connection with the drum,
a chain around said sprocket-wheel and extended horizontally and. transversely to
the outside of the berth-pockets, a second sprocket-wheel around which the chain
passes, and the vertical operating shaft, substantially as described.
6. In a railway sleeping car, the combination with the berth and cable, or like
flexible connection, having a supporting attachment to the berth, of a winding-
drum to which the cable is also attached and a guiding support for the cable
intermediate between the berth and the winding-drum, substantially as described.
7. In a railway sleeping car, in combination, the car-body having a berth-pocket,
with the two winding-drums, F F, therein, each having the gear-teeth. H, the
berths adapted to be disposed one above the other in said berth-pocket, cables, or
like flexible connectious, connected to the berths and to the winding-drums and

page_text: having intermediately thereof supporting and guiding appliances therefor, sprocket-
wheels n, n fast to gear-wheels which mesh into the gear-teeth of the winding-drun,
chains around said sprocket-wheels and extended horizontally therefrom to and
around the sprocket-wheels 6 which are mounted at a position transversely from,
and outside of, the berth-pocket, and the operating shafts 5, 5 for said sprocket-
wheels 6, substantially as described.
8. The railway car-body having a berth-pocket, and the two berths adapted to
be disposed therein, the winding-drums arranged to independently rotate one upon
and above the other in the berth-pocket, means for rotating the drums and winding
cables connected to the drums and to the berths and having intermediately thereof
supporting and guiding devices therefor, substantially as described.
9. The railway car-body having a berth-pocket and the two berths adapted to
be disposed therein, one above the other, having combined therewith the two
drums supported in the bottom of the berth-pocket for rotation about a vertical
axis, the upper one being superimposed on the lower one, and both having their
proximate faces annularly grooved, receiving therein the interposed balls, and
winding-cables connected to the drums and to the borths and having intermediately
thereof supporting and guiding devices therefor, substantially as described.
10. In a railway sleeping car, the combination with the car-body having the
berth-pocket and the two berths, of the suitably supported cylindrical part 13, having
at its bottom the outwardly extended flange 17 with the ball groove 19 within its
upper face, the lower winding-drum having its hub set loosely about said part 13
and having its upper and lower faces concentrically grooved, the top drum having
its hub set loosely about said part 13, and having its upper and lower faces
grooved, the sets of balls in the grooves therefor, between the two drums and
between the lower drum and said Hauge 17, the plate supported in proximity to
the top of the hub of the upper drum and the set of balls between it and said latter
bub, means for rotating the drums, and winding cables connected to the drums and
to the berths, having, intermediately, supporting and guiding devices therefor,
substantially as described.
11. In a railway sleeping car, the combination with the car-body having the
berth-pocket and the two berths of the suitably supported cylindrical part 13,
having at its bottom the outwardly extended flange 17 with the ball groove 19
within its upper face, the lower winding-drum having its hub set loosely about said
part 13, and having its upper and lower faces concentrically grooved, the top drum
having its hub set loosely about said part 13, and having its upper and lower faces
grooved, the sets of balls in the grooves therefor, between the two drums and
between the lower drum and said Hange 17, the plate ; supported in proximity to
the top of the hub of the upper drum and the set of balls between it and said
latter hub, the hubs of the upper and lower drums having concentrical rib-and-
groove engagements, and said plate j and the upper drum having rib-and-groove
engagements, means for rotating the drums, and winding cables connected to the
drums and to the berths, having intermediately supporting and guiding devices
therefor, substantially as described.
12. In a railway sleeping car, the combination with the framing G comprising
horizontal portions which are separated and supported at different heights, the
sleeve 13 axially, vertical and arranged centrally of, and confined to and between,
the upper and lower parts of said frame, the two winding-drums having their hubs
surrounding said sleeve, the lower drum deriving its support upon an outwardly
extended anular flange with which the sleeve at its bottom is provided, the
plate above the hub of the upper drum and the central bolt g, together with the
beribs, cables, and cable-guiding supporting appliances, substantially as described.
13. In a railway sleeping car, the berth adapted to be raised and lowered, and a
winding-drum therefor, two cables for, aud connected at different points to each
end of the berth, they both having their ends secured to the winding drum at the
samo- circumferential point whereby the turning of the drum, in the proper

page_text: direction winds both of the cables with equal draft upon the berth, and intermediate
supporting and guiding appliances for the cables between the winding-drum and
berth, substantially as described.
14. In a railway sleeping car, the combination with two berths, two winding-
druns, cables for each bertb connected to the winding-drums therefor, and a
retaining-ring concentrically surrounding the circumferential portions of both of
the. drums about which the cables are wound which are apertured for the passage
therethrough of the cables in their courses from the drum, substantially as
described.
15. In a railway sleeping car, the combination of a berth, a winding-drum and
cables, having connections with the berth and drum, and having intermediate
supporting and guiding devices therefor, a wheel having a gear-tooth connection
with the winding-drum, and means for rotating the wheel, substantially as
described.
16. In a railway sleeping car, the combination of a berth, a winding-drum
having the ring-gear H, and cables connected to the berth and to the drum, inter-
mediate guiding and supporting appliances therefor, a wheel having a gear-tooth
engagement with the winding-drum, means for rotating the wheels and a shaft or
arbor, rotatably mounted and provided with a gear meshing into the ring-gear and
having the volute spring one end of which is scoured thereto, the other end thereof
having a restraining engagement with a part independent of said arbor,
substantially as described.
17. In a railway sleeping car, in combination, the winding-drum and winding-
cables running tangentially therefrom obliquely to the sides of the berth-pocket,
paired guiding sheaves, and an enclosing case therefor, the latter having the
attachment lugs whereby they may be secured to the wall of the berth-pocket, and
having the enclosing portions 59-59, arranged obliquely to said attachment lugs,
the journal pin supported by and perpendicularly extended from, the one to the
other of said enclosing portione, the chamber within the one-half of the casing
being of smaller diameter than that within the other, and the sheaves of noequal
diameters, rotating sidewise about said journal-pin, substantially as described.
18. In a sleeping car in combination, the winding-drum provided with gear-
teeth and the bertb, the cables connected to the berth and to the drum and
intermediately having guiding supports over sheaves which are intermediate
between the berth and the winding-drum, a gear in mesh with the winding-drum-
gear-teeth, and an arbor therefor, a counter-balancing spring applied to said arbor
so that as the berth is raised it assists in the rotation of the winding-drum and so
that as the berth is lowered, it, through gear connections with the winding-drum,
becomes wound up, substantially as described..
19. In a sleeping car, in combination, the winding-drum provided with gear-
teeth and the berth, the cables connected to the berth and to the drum and
intermediately baving guiding supports over sheaves which are intermediate
between the berth aud winding-drum, a gear in mesh with the winding-drum-gear-
teeth, and an arbor therefor, a counter-balancing spring applied to said arbor so
that as the berth is raised, it assists in the rotation of the winding-drum and so that
as the berth is being lowered, it, through gear connections with the winding-drum
becomes wound up, the gears m also in mesh with the winding-drum gears, and
mechanism for rotating said gears, substantially as described.
20. In a sleeping car in combination, the winding-drum, berth, and berth con-
nections and the gear-teeth provided on the winding-drums, the arbor rotatably
mounted with the winding-spring having one end secured thereto, and the other
end restrained, a gear-wheel in mesh with the gear-teeth of the winding-drum and
having a detachable connection with the arbor for the spring, substantially as
described.
21. In a railway sleeping car having a berth-pocket, the combination with the
upper and lower movable berths, the winding-drume, and the trap-doors having the

page_text: grooves therein and having the upper and lower sets of guiding and supporting
sheaves, the upper of which are of greater diameter than the lower ones, of the
winding-oables secured to the drums and to the ends of the berths near their
corners, and intermediately thereof engaging said sheaves of equal size and freely
running in the grooves therefor in the trap-doore, substantially as described.
22. In a railway sleeping car, the combination with the upright supports, having
'the upper pair of guide-sheaves, and the lower pair of guide-sheaves which are
smaller than, and directly vertically below, the upper ones, of the berths and
winding-drums, the cables connected to the winding-drums, and to the ends of the
berths near their corners, the same having intermediate guide-supports, over
suitable pairs of said sheaves, substantially as and for the purpose set forth.
>>
23. The combination in a railway sleeping car having a berth-pocket and with
a winding-drum provided with geared part H, aud the gear m, rotatably, mounted!
to mesh with said geared part H and to move as one with the sprocket-wheel, n..
the sprocket-wheel case 9 which is secured to the outer wall of the berth-pocket
and has the opening which sidewise communicates with an aperture through the
side wall of the berth-pocket, the sprocket-wheel 6, and means for turning it, and
the sprocket-chain running around said two sprocket-wheels, substantially as
described.
24. In a railway car having the berth-pocket with the aperture through the side.
thereof, and a winding-drum in the berth-pocket of the sprocket-wheel case q
secured to the side of the berth-pocket and having an opening which sidewise
communicates with the said opening through the side of the berth-pocket, said case
being formed in upper and lower separable halves, the lower half having a suitable
depression in its bottom for a set of bearing balls, the upper half having the
vertically apertured hub 21, the shaft 5, with the lower-end-enlargement formed
with the conical portions or shoulders 24-24, and having upon such enlarged end,.
the sprocket-wheel 6, the ball-bearing ring 22, set within the apertured hub and
having between it and the adjacent conical shoulder, the bearing balls, and the
ring screw-threading into the apertured hub against said ball-bearing ring, and
mechanism for driving connection between, said wheel and the winding-drum,.
substantially as described.
25. In a railway sleeping car, the combination with an operating shaft, of the
berth hoisting mechanism, and the casing or fixture for the car, within which said
shaft projects, having internal projections, of a part adapted for a clutch engagement
within the case, and having a sliding, though non-rotatable, engagement with the
shaft, and which is movable along the shaft whereby it may be freed from its
clutch engagement, permitting it and the shaft to be rotated, substantially as
described.
26. In a railway sleeping-car, the combination with a berth hoisting mechanism
comprising the operating shaft therefor having the squared upper end of the
casing 49, having the apertured bottom and open top with the threaded orifice, the
ring fixedly set in the case with the inwardly projecting teeth, the oylindrical
part 43, with the squared hole having a sliding engagement over the squared end
of the shaft and provided with a toothed ring 45, the elevating spring and the
threaded ring 40, screwing into the upper open end of the casing and limiting the
upward movement of the said part 43, substantially as described.
27. In a railway sleeping-car, the combination with an operating shaft, of the
berth-hoisting mechanism, and the casing, or fixtures for the car, within which
Baid shaft projects, having internal projections, of a part adapted for a clutch
engagement within the case and having a sliding, though non-rotatable engagement
with the shaft, and which is movable along the shaft whereby it may be freed from
its clutch engagement permitting it and the shaft to be rotated, and a spring for
normally maintaining the said movable part in clutch with the casing, substantially
as and for the purposes described.
28. In a railway sleeping car, the combination with the hoisting mechanism for
the berths comprising the operating shaft 5, having the squared or equivalent

page_text: upper extremity and the enlargement 52, of the casing 49, to be fitted in the car
floor, constructed with an open top and a bottom with an aperture, provided therein
with the hardened ring 50, between which the said shaft enlargement are comprised
the balls 53, the toothed' ring 44, set within a seat therefor in the casing, the part 43
having a sliding fit about the squared extremity of the operating shaft and having
the toothed ring 45, affixed thereto, the elevating spring, 55, applied between the
shaft enlargement and said part 43 and the ring 40, screw-threading into the open
mouth of the casing and overhanging the teeth of said ring 45, all substantially as
described and for the purposes set forth.
29. In a railway sleeping-car, the combination with the berth and the hoisting
cable therefor, of a means of attachment between the cable and berth consisting
of a casing or guide secured to the berth, a part movable thereiu to which the
cable is connected, and a spring for forcing the movable part downwardly in the
casing, substantially as described.
30. In a railway sleeping-car, the combination with the berth having the casing
secured thereto, a tube having a nut secured to its lower end, the cable passed
through an opening in the top of the casing and through and connected with said
tube, the spiral spring within the casing, surrounding said tube and cable, supported
by the nut, and having an upper end bearing against a stop therefor within the
casing, substantially as described.
Dated this 19th day of Aust 1896.
.
J. G. LORRAIN, M.I.E.E., M.I. Mech. E.,
Norfolk House, Norfolk Street, London, W.C..
Chartered Patent Agent,
J. G. LORRAIN, M.I.E.E., M.I. Mech. E.,
Norfolk House, Norfolk Street, London, W.C..
Chartered Patent Agent,