US1170118A - Storm-front for vehicles. - Google Patents

Description

G. W. SCOTT. v

STORM FRONT FOR VEHICLES.

'APPLICATION FILED APR.24, 1912 1,170,1 18. I Patented Feb. 1, 1916.

2 SHEETSSHEET 1- G. W. SCOTT.

STORM FRONT FOR VEHICLES.

APPLICATION FILED APR. 24. 1912.

Patented Feb. 1, 1916.

2 SHEETSSHEET 2- THE COLUMBIA PLANOGRAPH co, WASHINGTON, D. c

. err

GEORGE W. SCOTT, 6F TROY, OHIO.

STORM-FRONT For van ages.

' 1 Specification of Letters Patent. 7

Pat nted Feb- 1, 19

Application filedApril 24, 1912'. SeriaiQNoLGBZSIS:

To all whom it may concern: 1

Be it known that L Gno'nsn Score, a citizen of the United States, residing at Troy, in the county of Miami and State of Ohio, have invented certain new and useful Improvements Storm-Fronts for Vehicles, of which the following is a specification.

My invention relatesto improvements in storm fronts for vehicles, and'more particularly to that type of storm fronts which are provided with side curtains mounted upon spring rollers.

The object of the invention is to pr vide a front which is adapted to be' attached to vehicle body, whether such body is equipped with an extended dash or with a dash having its ends flush with the body.

A further object of the invention is to provide simple and effective'm'eans for adjusting the side curtains so as topermit them to be swung in against the vehicle body when the front is attached to a body with an'extended dash.

A further object of the invention is to improve upon the construction shown in my Letters Patent No. 1,142,061, dated June 8, 1915. y

In the accompanying drawings: Figure l isa rear view of a storm front embodyingmy improvements shown attached to the body of a vehicle, the body being shown in section and one of the rolls and its curtain being broken away. Fig. 2 is a section on the line 22 of Fig. 1. Fig. 3 is a section on the line 3-3 of Fig. 1. Fig. l is a section taken on the same line as that of Fig. 2, but showing the parts in different positions of adjustment. Fig. 5 is a perspective view of a part of one of the clamping devices. Fig. G is a perspective view of a portion of the removable crossbar.

Like parts are represented by similar characters of reference throughout the several views.

In the said drawings, 1 represents the vehicle body, and 2 the dash thereof, the dash shown in the present case being .ofthe extended type, meaning by that that itheends thereof extend beyond the sides of the body. It should be explained'here that some vehicles are equipped with these extended dashes and some with dashes having their ends flush with the sides of the body; also, that these extensions vary in width and that the width of the vehiclebodies-themselves also vary. It is necessary, therefore, in the building of-a storm front to so con struct it that it will be adapted to meet all these varying conditions, and when said front is equipped with spring rollers it is quite essential that these rollers may be so adjusted as to lie close against thevehicle body under all conditions.

The storm front frame proper of the front consists of side bars 3and 4, a top bar 5 and an intermediate crossbar 6; the space above this cross-bar being closed by transparent material in the usual way. The side arms 3 and 4 are also connected near their lower ends by a bar 7, this bar 7 in the present case being made removable. The bar may be constructed .of any suitable material, but

it is preferably made of light channel iron, the ends of the bar being bent at right: angles .to form .ears 7 which are perforated to receive bolts 8 by which the bar is attached to the side portions 3 and i. Ihe storm front is secured to the dash of the vehicle body by clam-ping devices which may be, readily tightened to .clamping position or loosened when it is desired to remove the front. Each of these clamping devices consists of a part having a central slotted portion :9 and off-set hook-shaped portion 10, together with a headed bolt 11 and a thumbnut 12 on the serew threaded portion of said bolt. Each end of the bar has a slotted opening 13 through which the bolt passes and the o lf-set portions 10 of each clamping device are so formed that they will extend above and below the bar.

{In the normal position of the devices, such as shown in Fig. 1, the bar '7 is on the inside of the dash and the off-set portions 10 project forwardly so that the hooks 14 thereof will engage the bead 2 which is formed on all dashes; the hook let being rounded or formed on the arc of a circle to conform to the contour of the bead. By tightening the thumbnut, these hooks will be caused to impinge tightly around these beads and thusclamp the frame of -;the front firmly to the dash. In some cases, for instance ;where the whip-socket is secured to the ,end [of the .dash, it is very in onve n if not impossible, to apply the front in the mannershown in Fig. l, .because the whipsocket .would interfere with the bar I. In suchcase =.the bar 7 s detached, turned ove so that its bottom becomes its top and vice versa, reversed "end'to end to bring the ears 7 in proper alinement with the angularly arranged side portions of the frame, and

then again attached to the said frame. This throws the hooks 1 1 to the rear of the bar instead of the front as shown in Fig. 4 so that the bar 7 may be placed on the front of the dash, and the hook 15 caused to engage the head on the rear .side of-the dash, thus obviating any ditiiculty of attachment due to, the locati n of th e'whip-socket or from any other condition which may arise. By having the slotted openings 13 in the bar, the clamping devices may be adjusted laterally on the bar to accommodate dashes of differentv widths. Each of the rollers 15 which carry the side curtains 1.6 has its upper trunnion 17 journaled loosely in an ear 18 projecting rearwardly from the frame of the front, the opening in the ear 18' being somewhat larger than the trunnion 17 so as to permit the more or less free movement. The lower trunnion 19' is loosely and freely journaled in the bent end 20 of an arm 21 pivotally connected to the frame at a point removed from the lower end thereof; the upper end of said arm having secured thereto a plate 22 adapted to be connected to a plate 23, fastened to the frame through the medium of a bolt '24, said plates having serrated faces which cooperate with each other to hold the arm in different positions of adjustment. The plate 23 is secured to the frame in such a position that the arm 21 will be located to the rear of the frame'far enough so that as the arm is adjusted in and out it will clear the thumb-nut. The intervening space between the arms and the curtains will be closed by a flap 25 of leather or other suitable material.

By this construction it will be seen that the storm front may be readily secured to any vehicle body of the type to which it is adapted and that when applied to a body which has an extended dash the curtain may, by unloosening the nut on the bolt 2-4, be swung in against the vehicle body in the rear of the dash as shown in Fig. 1. By having the cross-bar 7 removable, it not only permits the same to be reversed in the manner before described, but it also permits the same to be attached to the side bars of the frame at any point so that the top cross bar 5 of the frame may be fitted in under the vehicle top and at the same time have the clamping devices in proper position to properly clamp the dash. It will. be further seen that each one of the clamping devices is entirely independent in its operation from the other clamping device; that is, each clam ing device clamps "itsend of the dash firmly to the cross-bar, the clamping strain being in a direction longitudinally of the vehicle body. By this construc- Copies of this patent may be obtained for claim sole support for the storm front and securely hold the same in position, the clamping action being such that there is nodanger of slippage on the dash.

Having thus described my invention, I

1. In a stormfront for vehicles, the comb nation, with a vehicle body and its dash, of a rigid frame together. with means for securing same in position at the front of said body, a straight arm pivotally connected to the side of sald frame near the lower end thereof and depending clownwardly, the pivotal connection being such as i to permit said. arm to swing laterally relatively to said frame to a point within said frame, means at the pivotal point of said arm for holding said arm in different positions of adjustment relatively to said frame, and avertically arranged curtain supported at its upper end by said frame and at its lower end by the lower end of said arm.

2. In a storm frontfor vehicles, the combination, with a vehicle body and its dash, of a rigid frame together with means for securingthe same in position at the-front of said. body, a serrated portion on said frame near the lower end thereof, a straight arm having its upper end provided with serrations, means for adjustably securing the upper serrated end of said arm to said serrated frame portion such as to permit said arm'to be swunglaterally relatively to said frame, and a vertically arranged curtain supported at its upper end by said frame and at its lower end by the lower part of said arm.

3. Ina storm front for vehicles, the combination, with a vehicle bcdy having a dash provided with a head at its outer edge, of a frame, a clamping device on each side of said frame, each of said clamping devices comprising a hook-shaped portion adapted the dash to said frame, said clamping devices being independent of each other.

1. In a storm front for vehicles, the combination, with a vehicle body having a dash, a frame, a removable cross-bar carried by to engage the head of said dash and clamp said frame, a clamping device near each end of said cross-bar, each of said clamping devlces havlng means for engaging and clamping the dash to said cross-bar, and means for ad usting said clamping devices on said cross-bar. V I

In testimony whereof, I have hereunto set my handthis 28th day of March 1912.

GEORGE W. SCOTT.

Witnesses: f

'OLIVER T. CLARKE, CHAS. I. WELcH.

five cents each. by addressingthe Commissioner of Patents, Washington, D. C.

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