US1114102A

US1114102A - Fender.

Info

Publication number: US1114102A
Application number: US76698013A
Authority: US
Inventors: James D Bowley
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-05-12
Filing date: 1913-05-12
Publication date: 1914-10-20
Anticipated expiration: 1931-10-20

Description

J. D. BOWLEY.

FENDER.

APPLICATION FILED MAY 12,1913.

ATTORNEY M. 1 wT m 0 2w y m n MS TUZ n e t a P WITNESSES:

THE NORRIS PETERS r0 HHU""-: THO WASHINGTON. 9 C.

J. D. BOWLEY.

FENDER.

APPLICATION FILED MAY 12,1913. 1,1 14, 102. I Patented 001;. 20, 1914.

2 SHEETS-SHEET 2 WITNESSES: INVEN T01? f BY ATTORNEY 711a NORRIS PETERS C0 F'HOTO-LlTlI-L, WASHINGTON. D c.

JAMES i). BOWLEY, or SEATTLE, wAsrIINGToN.

FEND R.

Application filed May 12, 1913. Serial No. 766,980.

To all whom it may concern.-

Be it known that I, JAMns D. BOWLEY, a citizen of the United States, residing at Seattle, in the county of King and State of Washington, have invented a certain new and useful Improvement in Fenders,. of which the following is a specification.

My invention relates to improvements in car fenders and particularly to improvements in car fenders that may be attached to the ends of street railway cars to operate to pick up any person or an object that may be in the path ofa car; and the object of my improvement is to provide a reliable and easily operated car fender that instantly may be lowered to the road-bed to pick up and carry objects or persons encountered in the cars path. I attain this object by devices illustrated in the accompanying drawings,in whichstructure embodying my invention, Figs. 2, 3, 4 and 5 illustrate details of the same, Flg.

6 is a view in front elevation of the same,

Fig. 7 is a view in vertical-section on broken line w, w of Fig. 1, showing a wheel guard in front elevation. i i

Like reference numerals indicate like parts throughout the drawings.

In the drawings, 8 is the end of a street railway car of ordinary type, 9, 9 are two brackets which project downwardly from the front end 8 of a car, a front scoopframe 10, provided with a net 11 of ordinary construction, has the upper ends of each of its side bars pivotally mounted on a transverse shaft 12, which transverse shaft 12 is held in position by being releasably secured to the lower ends of

brackets

9, ,9. A stay-,

bar 24 is pivotally secured on the central portion of the shaft 12to extend to and connect with the front edge of the scoop-frame 10. A front upright frame 14 of ordinary construction is pivotally attached to the ends of the shaft 12 in a suitable manner and is adapted to coact with the front scoop-frame 10 in retaining the object picked up.

Two side chains 15 (only one of which is shown) are connected between the upper portion of the front upright frame 14 and the front portion of the scoop-frame 10 to assist in supporting the scoop-frame 10, and each of such chains 15 is, provided with a helical spring 16 intermediate its length, which spring 16 permits the toeof the front scoop-frame to be depressed to the road-bed.

' Articulated with each end portion, of the shaft 12 is a connecting bar 17 as shown in F1g. l, to extend to and connect withan eyebolt 18 disposed on

brackets

9, 9, whereby when the shaft 12 upon being released from Specification of Letters Patent. t t d 05 20 1914 l its bearings in the

brackets

9, 9, may be raised to swing upwardly together with the connecting bars 17 and the scoop-frame 10, to the position shown by the dotted lines in Fig. 1, and in such upwardrmovement the upper portion of the front upright frame 14 is guided vertically by a guide-post 18 fastened to the end 8 ofthe car, to which guidepost 18 the front upright frame 14 is slid ably connected. 1 0

Figs. 3 and 5 illustrate the means by which the shaft 12 is removably associated with the

brackets

9, 9, Fig. 5 being. a view in crosssection on bro-ken line 2, 3 of Fig. 3, and. in

i v v such Figs. 3 and 5, 19 is a bearing member F igure 1 1s a view in slde elevation of a adapted to be bolted to a bracket 9 by bolts 20, as shown in Fig.1, and 21 is ahookedshaped catch disposed to be pivoted within a pivot 23 to a position that will confine the shaft 12 in its normal position in its seat in the bearing member 19, as shown in Fig. 5, andalso to swing to a position, as indicated by dotted lines in Fig. 5, that will permit the removalof shaft 12 from its bearings.

Connected to the central portion of the front edge or toe of the scoop-frame 10 is a stay-bar 24 which extends to and is articulated with the middle portion of the shaft 12, in the manner illustrated in Fig. 6, and more clearly illustrated in Figs. 2 and 4. Fig. 2 being a view in vertical-section on brokenline z, z of Fig.4. The end of the stay-bar 24 which is articulated with the shaft 12 is bifurcatedto give two bearing members 25, 25 on the shaft 12 and onsaid shaft 12 between said bearing members 25,

25 is disposed a releasable lever-arm 26 which arm26 is provided with two catchhooks 27 pivotally disposed thereon and adapted to swing to a position, as shown in Fig. 2, normally to secure the lever-arm 26, to the shaft 12, and the lever-arm 26 is provided with an extension 28 that projects forward from beneath the shaft 12 normally to rest upon a trip-lever 29 disposed to be pivoted between the bearing members 25 25,

such trip-lever 29 on its lower edge or toe being provided with a weight 30 normally to hold it in a verticalposition, as shown in Fig. 2, and with such construction it is obvious that if the trip-lever 29 be moved to the position shown by the dotted lines in Fig. 2, then the extension 28 of the lever 26 will be free to fall downwardly to raise the catch 27 and become released from the shaft 12, it being understood that the opposite endof the lever 26 is normally supported by a connecting bar 31, indicated only by dotted lines in Fig. 1 as articulated with said lever 26 to extend upwardly to connect with one end of a horizontally disposed lever 32 which is fulcrumed by a pin 34 in a bracket 33 secured to the underside of the edge or toe 8 of the car.v The other end of said horizontal lever 32 is articulated to a foot thrust-bar 35 Which extends upwardly through the floor of the car to be accessible to the foot of an operator who may, as required press it, and one edge of said foot thrust-barv 35 is provided with teeth, as

' shown in Fig. 1, that may engage with the edge of a plate 36 whereby an operator may depress such thrust-bar 35 to a desired degree, there to be retained by coaction of said plate 36 and one of said teeth. Thus when the thrust-bar 35is depressed the lever 32 acts on the connecting bar 31 to raise the rear end of the lever 26 thus to depress the extension 28 which, acting upon the triplever 29, depresses the stay-bar, together with the scoop-frame 10, to cause the front end of the scoop-frame 10 to dip to a desired degree against the retractile force of the spiral "spring 16 connected with the chains 15 and against the gravity of a weight 37 disposed on the rear end of the lever arm 26,

as shown in Fig. 1, and conversely when the thrust-bar 35 is released by an operators foot topermit it to move upwardly the weight 37 and the spring 16 serve to raise the scoop-frame 10 to its normal height above the road-bed of the track.

The short arm of each of the hangers 39 is c'onnected'to one of two branches 41, 41 of a cable 42, as shown in Fig. 6, which cable 42 extends upwardly andover a pulley 43 which is pivoted in abracket 44 secured to the underside of the end 8' of a car, thence said cable42 extends downwardly to connect with the end of the lever v32. Thus an ob ject hitting the guard-rod 38 to move it rearwardly would act in an obvious manner to raise the front end of the lever 32 with the same effect that would be caused by a depression of the thrust-bar 35.

Operati-vely associated with the structure, as thus far described-,is an auxiliary wheelguard comprising a pivotally mounted horizontal rear scoop-frame 45 and a fixed rear upright frame 46 disposed directly in front of the forward wheels 47 of the car. The rear frame-rail 48 of the rear scoop-frame 45 serves as the 'pivot shaft of such scoopframe 45, and is disposed in bearing bracket 49 secured to a cross-beam 50 that is attached to the truck-frame 51 by brackets 52.

Extending downwardly from the crossbeam 50 is a fixed arm 53 and between the end of such arm 53 and the front edge of the rear scoop-frame 45 is interposed and connected a swiveled turn-buckle 54 that may be adjusted to limit to a desired extent an upward movement of the rear scoopframe 45 and extending rearwardly from the front edge of the central portion of the rear scoop-frame 45 is a stay-bar 55 that extends to and connects with a jointed arm 56 which jointed arm 56 is integral with a lever-arm 57 that is freely mounted in the central portion of the rear frame-rail 48 of the rear scoop-frame 45, and the upper end of the lever-arm 57 is connected with a cable 58 that extends over a pulley that is disposed in a bracket 59 secured beneath the car and from such pulley the cable 58 extends downwardly to connect with the rear end of the lever 32.

The front of the rear scoop-frame 45 is connected with the top edge of the rear upright frame 46 by a guy cable 60 and a spiral spring 61 which is adapted normally to sustain the front portion of the rear scoopframe 45 at a desired height above the roadbed which height is limited by the adjustment of the turn-buckle 54.

In Fig. 1, for the sake of clcarness, I have indicated the stay-bar 55 as being disposed in a plane higher than the plane of the rear scoop-frame 45 but in actual construction such stay-bar 55 is in a plane with the frame of said rear scoop-frame 45.

Manifestly in the operation of the structure shown and described, if an object unseen by the operator is passed over by the scoop-frame 10 to collide with the guardgate 38, then such guard-gate 38 being moved rearwardly would act through cable 42 to raise the front end of lever thereby depressing the rear end of said lever 33 to act on cable 58 to pull forward the arm 57 which would cause its elastic forwardly projecting portion 56 to exert force on stay-bar 55 to depress the rear scoop-frame 45 against the retractile force of spring 61 while at the same time the teeth in the thrust-bar 35 would engage with the plate 36 to hold the rear scoop-frame 45 in its depressed position to catch the object and hold it until the car is stopped, and moreover it is obvious that if when the operator sees an object he depresses the thrust-bar 35 both the front scoop-frame 10 and the rear scoop-frame 45 will be depressed to catch such object and if such depression of the thrust-bar 35 be made too late to cause the'front scoop-frame 10 to act, then in such case the operation of the guard-gate 38 will insure the action of the rear scoop-frame 45.

Obviously modifications may be made with respect to arrangements, forms and dimensions of various details of my invention without departing from the spirit thereof.

What I claim is: 1. In a fender of the class described, the combination with a car, of brackets adapted to project downwardly from said car, a

shaft removably articulated with the lower ends of said brackets, links pivotally c0nnected with said shaft and with the upper portions of said brackets said links being adapted to guide said shaft when said shaft is raised and hooks adapted automatically to close to hold said shaft when said shaft is lowered onto said brackets. 2. In a fender of the class described, the combination with a car frame having downwardly projecting brackets secured to the front end thereof, of a shaft removably consecured to said car frame to project downwardly therefrom, a shaft removably asso- 1 ciated with the lower end of said brackets, automatically operative means for securing said shaft in its normal position when said shaft is lowered into said position on said brackets, an upright front frame mounted on said shaft with its bottom edge articulated therewith, vertical guide-rods secured to the top surface of said car frame, means for slidably connecting the top edge of said upright front frame with said vertical guide-rods, and a scoop-frame mounted on said shaft and adapted to swing thereon from a substantially horizontal planeto a substantially vertical plane. a

4. In a fender of the class described, the combination with a car frame, of brackets secured to said car frameto project downwardly therefrom, a shaft removably associated with the lower end of said brackets and automatically operative means for securing said shaft in its normal position when said shaft is lowered into said position on said 'brackets. I

In witness whereof, I hereunto subscribe myname this 20th day of June A. D., 1914.

a JAMES D. BOWLEY. Witnesses: 1

A. HAsKms. FRANK WARREN.

Copies of this patent may be obtained for five cents each, by adtir essing the Commissioner of Patents,

' Washington, D. C.