US580549A - John w - Google Patents

Description

(No Model.) 4 SheetsSheet 1.

H. 0. BARRETT & S. PORTER. J. W. BARRETT, Administrator of H. C. BARRETT, Deceased.

G. HIPWOOD GAR FENDER.

(No Model.) 4 Sheets-Sheet; 2. G. HIPWOOD, H. O. BARRETT & S. PORTER.

J. W. BARRETT, Administrator of H. G. BARRETT, Deceased. UAR PEN DER.

No. 580,549. Patented Apr. 13, 1897.

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G. HIPWOOD, H. C. BARRETT & S. PORTER.

J. W. BARRETT, Administrator of H. G. BARRETT, Deceased; UAR FENDER.

No. 580,549. Patented Apr; 13,1897.

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G. HIPWOOD, H. G. BARRETT 85 S. PORTER.

J. W. BARRETT, Administrator of H. G. BARRETT, Deceased. CAR FENDER.

No. 580,5 1. Patented Apr. 13, 185'.

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BOSTON, MASSACHUSETTS; JOHN W. BARRETT ADMINISTRATOR OF SAID I-IORATIO O. BARRETT, DECEASED.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 580,549, dated April 13, 1897. Application filed June 4, 1894. Serial No. 513,446. (No model.)

To aZZ whom it may concern.-

Be it known that we, GEORGE HIPWOOD, HORATIO O. BARRETT, and STEPHEN PORTER, citizens of the United States, and residents of Boston, in the county of Suffolk and State of Massachusetts, have invented new and useful Improvements in Car Fenders, of which the following is a specification.

This invention relates to a car-fender adapted particularly for use on street-cars propelled by electricity, cable, or other power; and it relates especially to the general style of fen.- der illustrated and described in Letters Patent of the United States granted October 31, 1893, and numbered 507,655, to which reference is made. Our invention is intended, however, to be an improvement over and upon the invention described in said Letters Patent, and is set forth in detail below and illustrated in the accompanying drawings, in which Figure 1 is a side elevation of our improved fender applied to a car, a portion of the dashboard being represented as broken out. Fig. 2 is a plan view of the same with a portion of one of the shoes represented as broken out. Fig. 3 is a front elevation with a portion broken out to illustrate the invention. Fig. 4 is a longitudinal vertical section. Fig. 5 is an enlarged detail in longitudinal vertical section. Fig. 6 is an enlarged side elevation of the pad adapted to be pressed by the knee of the motorman. Fig. 7 is an enlarged front elevation of the back-stop.

Similar letters and figures of reference indicate corresponding parts.

In all the figures the fender is shown in full I lines in its ordinary position-4;. with its front edge slightly raised above the ground.

Arepresents the side bars, A the front bar, and A the rear bar, of a rectangular frame, supported by and sliding horizontally in the hangers a,provided with suitable antifrictionrollers a, said hangers being supported by and depending from the under side of the car-body 1. Tilting on the front bar of this sliding frame is a rectangular frame consisting of the front bar B,rear barB', and end bar B. The front and rear bars are double-21a, composed each of two parallel bars, one above the otherand the tilting frame is pivotally connected with the sliding frame by boxes Z). Mounted loosely in the tilting frame between suitable vertically-set rollers c, situated between the pairs of bars B and B, rods C. These rods extend from one pair of bars B to the other B and are arranged in pairs, each pair being connected (and hence being practically one bent bar) at 0, Fig. 2. At the rear each pair is connected by a bar 0. (See Fig. 4.) Each rod has disposed upon it a spiral spring D, which is normally closed or contracted, as shown, and is fastened at its opposite ends to the rods 0 and the barB.

The forward portions O of the rods O constitute bearings for the horizontal rods or pivots E, Figs. 2 and at, Whose ends are supported in lugs E, secured to the flanges or side walls F of the tilting shoes F. Springs 6 are disposed around the pivots E, as shown, and their rear ends 6 bear against the under sides of the heels of the shoes F, while their forward central portions 6 lie under the portions 0 of the rod 0. Stops F extend from the portions 0 of the rods O up against the under surface of the shoes in front of the pivots. Each shoe has two rollers H and H. The former is the principal roller and that which when the shoe is depressed touches the ground. The roller 11' is a supplemental one and is much smaller in diameter. Moreover, its axis is set higher than is that of the roller H, and when the roller H is on the ground. the roller H is slightly above it. The result is that the smaller roller I-I acts as a guard for the larger and receives the first impact of an obstacle, passing easily over it, and as its periphery extends down farther than the axis of the roller I-I prevents the latter from receiving the blow of the obstacle centrally or full on. By this means the impact is disis a series of parallel tributed and the larger roller is relieved of much of the force.

The general operation of the shoes F and bars 0 is much as described in the Letters Patent above referred to, although the construction is improved, and hence the operation is better and surer. The bars may be pushed back, opening the springs D as the shoes strike an obstruction. The heels of the ICC shoes may be tipped down by a falling object against the power of the springs e and returned into position by the said springs when the weight is removed. The stops F" prevent the toes of the shoes from being tipped down.

In order to prevent the fender from being pushed back under the car by meeting with an obstruction, a back-stop I extends down from the vertical portion J of the bracket J secured to the brake-beam 3 on the car. This back-stop is pivoted at h to the part J, and a spring h, Fig. 7, secured to the part J, bears against the fiat upper end of the back-stop and holds it normally in a vertical position. When in such position, it extends down, as shown in Figs. 1 and 4, and a hook I on its lower end engages a vertically extending hook I, secured to the rear bar B of the tiltingframe. Thusthefendercannotbepushed back by an obstruction, and, moreover, the rear edge of the tilting frame cannot be forced down. When the fender is to be slid back, it is disengaged by simply swinging up the back-stop I, its upper corners forcing back the spring h in the operation, into the position shown in broken lines, Fig. 7, where it is held by pressure of the spring against its side.

It is deemed important that the dashboard 4 and hunter 5 and space between the fender and car should be guarded, so that a person falling upon or picked up by the fender will not fall or be dashed against the dashboard or bunter. To this end a swinging substantially vertical frame is provided, said frame having the lower ends of its side arms K pivoted at to the side arms B of the tilting frame at the rear of their fulcrum. The side arms K are connected at their upper ends by a horizontal cross-bar K, preferablyintegral wit-h said side arms, and also at two lower points by cross-bars K and I Secured at its opposite ends at Z to the bar K", next the end bars K, is a spiral spring N, which is provided with a canvas covering or pocket 01.. This spiral spring is arranged to substantially follow the shape of the upper portion of the frame K K, but projects a trifle forward therefrom, as shown, while'a sheet of canvas or woven wire or other similar flexible substanceL extends from said spring down nearly or quite to the tilting frame behind the bar K, said canvas being secured at its edges below the pivotal points Z to the end bars K. By this means the lower portion of the dashboard, bunter, and the space between the carbody and the fender are guarded. A series of springs P extends from the cross-bar K, Fig. 4, up around the spring N and down in front to the cross-bar K, to which they are riveted. These springs are made of substantially the shape shown in Figs. 1 and 4 for two purposesfirst, to afford a good cushion for a body thrown against them, and, second, in order that when the vertical frame K K is swung down upon the fender in order that the whole may be pushed under the car said frame and springs will conform generally to the shape of the fender and hence occupy as little space as possible. The frame, bulging springs, and canvas constitute an effectual guard and one against which a person may be hurled quite violently without being injured.

The normal position of the fender and vertical guard is as shown in the drawings-- that is, with the rollers H of the shoes raised a little from the ground. In this position the fender would in the vast majority of cases effectually and harmlessly pick up an obstacle. It is intended, however, that in case of accident the motorman shall drop the fender so that the rollers H will be in contact with the ground. The bar K of the vertical frame or hunter-guard is provided with a bail m, to which is secured a stirrup m, adjustable as to length, said stirrup being held by the jaws r of a grapple 7, which is pivoted to a bracket S, secured to the inner side of the dashboard 4 by a suitable opening S being made in the dashboard, so that the jaws can project through, as shown in Fig. 4. The arms 1" of the grapple extend between cross-pins V, extending horizontally from one to the other of the two parts V, constituting the actuatinglever, which is pivoted at V, Fig. 1, to the bracket S. These two portions V, constituting the lever, extend up on opposite sides of a bolt WV, which has flattened surfaces made in its head to fit said portions V and which screws into the knee-pad WV. By this means theknee-pad can be screwed onto the bolt against the lever, (which holds the head of the bolt from turning, Fig. 6,) and by slightly loosening it it can be adjusted as to height in said lever. The lever is held normally in the position shown in Figs. 1 and 4 by a spring W, which connects it with the dashboard. A hook Y is secured to the outer side of the dashboard and extends up through the stirrups m.

' In case'ot an impending accident the motorman presses the knee-pad W, thus moving out the lower portion of the lever V, causing its cross-pins V to draw the arms 1" of the grapple toward each other, thus releasing the stirrup m and causing its upper end m to catch upon the hook Y. This causes the whole device, including the shoes, tilting fenderframe, and vertical frame or bunter-guard, to drop from the position shown in full lines in Fig. 4 to that shown in broken lines in Fig. 4. In this position the roller II is 011 the ground.

A pair of supporting-bars X extend from the rod K down to the double rear bar B of the tilting frame and by means of the curvature X, Fig. 5, support it rigidly and prevent it from dropping.

Having thus fully described our invention, what we claim, and desire to secure by Letters Patent, is-

1. In a fender, the dashboard and bunterguard, comprising the frame K K extending up from the fender, the forwardly-extending springuard N and a series of springs P ex- IOC tending from said spring-guard down to said frame, substantially as described.

2. In a fender, a horizontally-sliding fender-frame and a vertically-swinging bunterguard extending up from said fender-frame and adapted to be swung down upon the fender-frame, said fender frame and hunterguard being adapted when the latter is swung down to be slid horizontally under the car together, substantially as set forth.

3. In a fender, the frame K Kprovided with the cross-bars K K, the spring-frame N, and the springs P each having one end secured to the upper cross-bar K, extending over the spring-frame, and down to the lower bar K to which its opposite end is secured, substantially as set forth.

4. In a fender, the combination of the tilting frame B B B, the Vertical guard K K pivotally connected with said frame, and the rods or bars X extending from the upper bar of the frame K down between the two bars B constituting the rear bar of the tilting frame, said rod having its lower end curved GEORGE HIPWOOD. IIORATIO O. BARRETT. STEPHEN PORTER.

Witnesses:

HENRY W. WILLIAMs, J. M. HARTNETT.

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