US1210935A - Safety life-guard attachment for cars. - Google Patents

Description

F. HEDLEY 8L I. S. DOYLE.

SAFETY LIFE GUARD ATTACHMENT FOR CARS.

APPLICATION FILED MAY 5. |913. Patented Jan. 2, 4 SHEETS-SHEET I.

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F. HEDLEY & J. S. DOYLE.

SAFETY LIFE GUARD ATTACHMENT FOR CARS.

APPucArloN FILED MM5, 1913.

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SAFETY LIFE GUARD ATTACHMENT FOR CARS.

APPLICATION FILED MAY s. Isla.

1,210,935. Pmnfed Jan. 2, Ism'.

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F. HEDLEY J. S. DOYLE.

SAFETY LIFE GUARD ATTACHMENT FOR CARS.

APPLlc'AnoN FILED MAY 5. 1913.

1,210,935. Patented Jan. 2, 1917.

4 SHEETS-SHEET 4.

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FRANK HEDLEY, OF YONKERS, AND JAMES S. DOYLE, OF MIOUNT VERNON, NEW YORK.

SAFETY LIFE-GUARD' ATTACHMENT FOR CARS.

Application ledMay 5, 1913.

T 0 all whom it may concern. y

Be it known that we, FRANK HEDLEY and JAMns S. Dormi, both citizens of the United States, and residents, respectively, of Yonkers and Mount Vernon, in the county of Westchester, State of New York, have made a certain new and useful invention in Safety Life-Guard Attachments for Cars, of which the following is a specification.

rllhis invention relates to safety life guard attachments for cars.

rlhe object of the invention is to provide means which are simple in construction and eiiicient in operation, for guarding against injury to pedestrians or others by reason of street or other cars striking or running them down.

A further object is to provide a life guard of the nature and character referred to which when in normal retracted position is in such close proximity to the ground as to insure the pickinO' up of an object before it in case it is tripped for use.

A further object is to provide means whereby when the guard device is tripped the car propelling motor is arrested and the brakes are applied.

A further object is to provide means under the contr l of the motorman for tripping the guard.

@ther objects of the invention will appear more fully hereinafter.

The invention consists substantially in the construction, combination, location and relative arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying' drawings, and finally pointed out in the appended claims.

Referring to the accompanying drawings, and to the various views and reference numerals appearing thereon, Figure 1 is a top plan view of a portion of the front end of a. car showing the application thereto of arrangement of life guard or safety attachment, embodying the principles of our invention. Fig. 2 is a view in vertical section on the line 2, 2, Fig. 1, looking in the direction of the arrows. Fig. 3 is a broken detail view in vertical section on the line 8, 3, Fig. 1, looking in the direction of the arrows. F ig. 4: is a similar view in horizontal section on the line ll, 4, Fig. 3, looking in the direction of the arrows. Fig. 5 is a similar view in vertical section on the line 5, 5, Fig.

` Specification of Letters Patent.

Patented J an. 2, 1917.Y

Serial No. 765,455.

1, looking in the direction of the arrows. Fig. 6 is a broken detail view in vertical transverse section on the line 6, 6, Fig. 7, looking in the direction of the arrows. Fig. 7 is a similar view in horizontal section on the line 7 7, Fig. 6, looking in the direction of the arrows. Fig. 8 is a similar view in vertical longitudinal section, on a somewhat larger scale, on the line 8, 8, Fig. 7, looking in the direction of the arrows. Fig. 9 is a view in diagram showing the relation of the combined electric and pneumatic 'control tripping arrangement.

The same part is designated by the same reference numeral wherever it occurs throughout the several views.

In the drawings 10 designates the front end of a street car upon which is carried the usual controller stand. 11. A frame member, indicated at 12, and formed into bow shape, is supported at its ends upon struts 13, extending forwardly from the front truck of the car, a portion of which truck is shown at 14. The frame member 12, is located beneath the front end of the car and projects forwardly somewhat beyond the end of the car, as most clearly shown in Fig. 2. The side portions of the frame member 12, are connected together by means of cross bars 15, 16. Secured to the under surface of the cross bar 15 are flanged brackets 17, having openings through the depending flange portion thereof, and rods 18, 19 are mounted to slide freely endwise and longitudinally of thek 'the front portion of the frame member 12.

it their forwardly projecting ends the rods 18, 19 carry a transversely extending buffer bar 21. Suitably arranged springs 22, 23 serve to yieldingly maintain the buer bar, or the rods 18, 19, which carry said bar thrust forwardly whereby in case of collision with any obstacle in the path of the car the buffer bar is forced yieldingly rearwardly, thereby taking up the shock of the collision. In suitable brackets 241, depending from the frame member 12, is ournaled a rock shaft 25, which extends transversely across and beneath the frame member 12. Mounted on rock shaft 25, is a collar 26, having a toe portion 27 which extends forwardly from said shaft and engages under- Vneath the depending flange portion 20, of

and forth upon the shaft25, and extending downwardly into close proximity to the ground serves as a trip for said shaft'in case Vof collision with an obstacle in its path.

rllhus, in case the buffer bar 2l, when it strikes an obstacle, such, for instance as a pedestrian and knocks the person down, the danger is avoided of the victim being run over by the car without first coming in contact with the gate 29, thereby rocking the latter' backwardly underneath the front end of the car. The same result is accomplished in case of collision with an object, Vsuch as a child or a person lying on the street in front of the car and not of suflicient height to encounter the buffer bar 21. Fastened to rock with shaft 25, are collars 30, having depending arms 31, see Fig. 6, which engage behind the gate 29, so that whenever said gate is rocked backwardly underneath the front end of the car, the shaft 25 is also rocked in its bearings 24. Mounted on shaft 2.5 to rock therewith are crank arms 32, 33. Preferably these arms are in angular relation to each other, the arm 32 normally extending downwardly while the arm 33, normally extends horizontally, or substantiallyso, and rearwardly so that when the shaft 25 is rocked by the rearward swing of the gate 29, or otherwise, the crank arm 32 will exert a rearwardly pushing action while the arm 33 will exert a coincident forwardly pulling action. Pivotally connected to the arm 32 is a rod 34, which extends rearwardly underneath the front end of the car and at its rear end it carries a pin 35, see Fig. 3, which works in an elongated slot 36, formed in the rear end of rod 13. When the parts are in their normal position the pin 35 bears against the forward limit wallof slot 36. With this arrangement the rod 13 cannot be shifted endwise rearwardly without also causing rod 34 to be pulled rearwardly, thereby rocking shaft 25, but said shaft can be rocked and the rod 34 projected endwiseV rearwardly without causing any movement of the rod 13 or buffer bar 21. The Vforward end of a rod 37 is pivotally connected to the crank arm 33, the rear end of said rod being pivotally connected to an arm 33 mounted on a shaft 39, see Fig. 2, which-carries a forwardly extending life guard 40. The shaft 39 is journaled in bearings formed in brackets 41,'carried by the truck frame. 1f desired, a spring 42, may be connected to the arm 33, and exert its tension normally ate in the 'casing 49.

posed between the piston and the end of the wise, the front edge of life guard 40 is lowered so as to pick up any obstacle that might pass be ieath the front end of the car.

Pivotally lmounted upon a bracket 43, which 1s bolted to the cross beamer member l5, is a double crank 44, one arm of j which is arranged to engage in front of the upturned end 45, of rod 34, while the other arm of saidv double crank is arranged toengage in front of a piston rod 46', 'which extends through the front end of a cylinder 47. Communicating with the rear end of cylinder 47, is a pipe 43. This pipe is in communication with an emergency valve casing 49, on one side of a partition or diaphragm 50. Connnunicating with said casing on the other side of said partition/is a pipe 51, which is connected to a source of penumatic or steam pressure, such asthe main or other reservoir, or the emergency brake pressure supply pipe system of the car. The partition or diaphragm 50 has an opening therethrough forming a valve seat to receive a valve 6l, connectedl to or forming a part of a piston 62, arranged to oper- A spring 63, intercasing supplemented4 by pressure -medium admitted to the space occupied by the spring through a small duct64 in the piston and valve from the pipe 51, serves to normally maintain the valve seated andv communication shut olf between the pipes 51 and 43.

`When the pressure in the casing above the' piston G2 is exhausted the piston and valve are raised by the pressure below the portion 50 acting on the lower face of the valve, thereby unseating the valve and placing the pipes 5l and 43 in communication with each other, thereby operating the piston in cylinder 47, and causing the rod 46, thereof to rock lever 44, and ,hence causing the trip- A ing gate 29 to be rocked, the life guard 40 to be lowered, and the shaft 25 to be rocked.

The provision of the emergency Vvalve de- 'ice above described permits a desirable con-Y trol" to be effected bythe tripping of the life guardv 40, and this control is accomplished by controlling the exhaust of pressure from the emergency valvecasing above the piston valve 62, 61. This exhaust in accordance with eur invention, may be eHected in,Y

variousY ways, and either automatically or manually. le have shown both methods.

t is also desirable that coincidently with the tripping of the life guard, whether accomplished automatically or by manual control, the car propelling motor should be arrested and the car brake mechanism applied in order to more thoroughly provide against serious injury in case of an accident and as a life saving precaution. In accordance with our invention we propose to accomplish both these results, and we will now describe means for accomplishing the same.

Communicating with the emergency valve casingf49, above the piston 62, therein is a pipe 65, which communicates with a pilot valve device indicated generally at 66, and also through a branch connection 67, with an electro pneumatic valve device indicated generally at 68. The pilot valve device 66, includes a casing in which operates a valve 69, which controls a communication to the atmosphere. The valve 69 is normally but yieldingly held seated to close the passage to the atmosphere and means are provided which are under the control of the motorman for unseating said valve at will. By the unsea'ting of this valve the pressure in the emergency valve casing 49 above the piston 62, therein is exhausted thereby causing the pipes 48 and 5l to be brought into communication with each other' and this, as above explained, operates the piston in cylinder 47 and trips the life guard 40.

The pilot valve 69, may be operated in many different ways. `We have shown a simple arrangement on which the control of the operation of the pilot valve is effected by the mere act of the motorman releasing his grip on his controller handle. In this arrangement the stem of valve 69 is engaged by one end of a pivoted lever 70, the other end of said lever being arranged in the path of a collar 71, carried on the shaft 72 of the master controller 73. A spring 77 is arranged to normally move the collar 71, on shaft 72, so as to engage and rock the lever 70, to unseat valve 69. rlhe handle 74 of the master controller shaft is provided with a movable member, such as a push button 75, which is depressed when the motorman grasps the handleto operate the controller. The movement of this button, operating through a suitablearrangement of levers, or other devices, indicated at 76, depresses the collar 7l, out of the path of the pilot valve operating' lever 70, and thereupon the valve 69 becomes seated. rPhe instant, however the motorman releases his grip on the control handle 74, the button 75 is released and therefore the spring 77, shifts the collar and causes it to engage lever and to unseat the pilot valve 69, thereby causing the life guard 4G to be released. 0f course it will be understood that where the pipe 51 connects with the emergency pipe of the brake system the brakes will be set the instant the pressure in said emergency pipe system is reduced so as to secure a braking action on the car coincidently with the tripping of the life guard. One arrangement for accomplishing this is shown wherein ata convenient point in its length the cylinder 47 is provided with an exhaust opening indicated at 78. As soon as the piston 79, in said cylinder has moved sufficiently to effect the tripping` of the life guard, as above explained, it uncovers the port 78, and this permits an escape of pressure from pipe 51, through the emergency valve casing 49, pipe 48, cylinder 47, and escape opening 78, thereby'reducing the pressure in the emergency pipe system 5l, which effects the application of the brakes in a well understood manner.

1n order to secure the application of the brake system coincidently with the tripping of the life guard 40, when the latter is tripped by an obstruction striking the gate 29, we provide the electropneumatic valve device 68. This includes a solenoid 80, which acts on a valve 8l, to unseat the same when the solenoid coil is energized. This valve which is normally seated, controls a port which, when open, opens communication between the branch pipe 67, and an escape pipe 82, to the atmosphere. With this arrangement whenever the valve 81 is unseated, the pressure in the emergency valve casing 49, above the piston 62 escapes through the pipe 65, branch 67, the port controlled by valve 8l and escape pipe 82. The result is the application of the brake mechanism and the tripping of the life guard 40 in the manner above described with reference to the operation of pilot valve 69, and this occurs whenever the circuit of the solenoid coil is completed. A simple arrangement is shown for completing the circuit of the solenoid coil, wherein an insulated conducting strip 57, is mounted on shaft 25, and which, when said shaft is rocked by the swinging movement of the gate 29, as, for instance, when a prostrate body or other obstruction in its path is encountered, said gate is brought into position to complete electrical connection between two contact fingers 55, 56. Under normal conditions, with the gate 29 hanging vertically, circuit is broken between the lingers 55, 56, but when shaft 25 is rocked, as explained, the fingers 55, 56, contact with strip 57, and an electric circuit is completed from trolley or other supply through wire 83, wire 84, linger 56, strip 57, nger 55, wire 85 solenoid coil 80, to ground at 86, with the resulting operations of tripping the life guard 40 and applying the brakes, all as above explained, and these operations are independent of and additional to the operation of the pilot valve 66.

As above indicated, in order to secure a greater degree of safety of operation of street cars, and to minimize the danger resulting' from collision of the car with pedestrians, it is desirable to shut off power from the car propelling motor coincidently with the tripping of the life guard,*no matter how the tripping ofthe guardmay be accomplished.

vWe have shown a simplel arrangement for accomplishing the desired results in which the shaft 25 is provided with an insulated conducting strip 58, with which coperates contact fingers 59, 60. Under normal conditions the fingers are in contact with said strip. Vhen the shaft 25 is rocked the circuit is broken between said lingers.v With the parts in normal position circuit is completed from trolley or other source through wire 87, the controller, when in running position, Wire 88, finger' 60, strip V58, finger 59, wire 89, the coils 90 of a line switch operating device, to ground at 91. When this circuit is completed the line switch is operated to close circuit from trolley or other source, through wire 83, wire 92, line switch 93, wire 94, motors 95, ground at 96, Of course when the controller is in o position the circuit of line switch operating device 90 is broken and the motors are cut out. Now when shaft 25v is rocked the strip 58 is carried out of contact with fingers 60, 59, thereby breaking the circuit of the line switch operating device 90 and hence cutting out the motors.

From the foregoing description it will be seen that we provide a most efficient life saving apparatus for use in connection with life guards, wherein the life guard is tripped automatically by a gate or'by manually controlled devices, and the brakes are `applied and power shut off from the motors coincidently with the tripping of the life guard. It will also be seen that not only is the life gua-rd but also its tripping gate supported upon the car truck. By supporting the tripping gate upon the truck instead of the car body, it is Vnot subjected to the range of vertical vibration to which acar body is subjected and which might at the instant of V.an emergency cause the tripping gate to be raised so high above the surface of the roadway as to permit the body of a child, for instance, to pass underneath it without causing it to perform its tripping function, thereby resulting in a fatality. The truck on the other hand, is not subjected to the same extent of vertical vibration as the car body, and consequently, the danger of failure of the gate to operate under all condias employed in connection with a street car,

it is obvious that we are not confined or restricted in this connectionsince the safety provisions of the apparatus shown and de-V readily occur to persons skilled in the art 1 and still fall withinthe spirit and scope` of our invention, as defined in ythe claims.

Having no-w set forth the objects and nature of our invention, and the construction Y embodying the principlesV thereof, what we claim as new and usefull and of our owninvention and desire to secure by Letters Patent is: l Y

1. The combination with a car body and a supporting truck therefor,'of a life guard pivotally mounted on the truck, a tripping gate therefor, a horizontally acting bumper bar and means actuated by the operation of said bumper bar for swinging said gate to trip said guard.

2. The combination with a car body and a supporting truck therefor, of a life guard pivotally mounted on the truck, a tripping gate therefor, a yieldingly mounted bumper bar and means operated by the yielding movements of the bumper bar for swinging said gate to trip said guard.

3. The combination with a car body and a supporting trucl therefor, of a life guard pivotally mounted on the truck, a tripping gate therefor, a yieldingly mounted bumper bar, and meansoperated by the yielding movements of the bumper bar for swinging said gate to trip said guard, said gate being' mounted for swinging movement independently of the bumper bar.

4. The combination with a car body and a supporting truck therefor of a life guard pivotally supported upon said truck, a tripping gate therefor, a yieldingly mounted bumper bar'having a slotted rod, and an arm connectedto said gate and engaging in the slot of said rod. Y

5. 1n a safety apparatus for cars, a life guard, a tripping mechanism therefor, a piston for operating said tripping mechanism, and means for coincidently operating said piston and opening the circuit to the car propelling motor.

6. In a safety apparatus for cars, a life guard, a tripping mechanism therefor, a piston for operating said tripping mechanism, and means for coincidently operating the piston, opening the circuit to the car propelling motor, and applying the car brakes.

7. In a safety apparatus for cars, a life guard, means for tripping the same, an emergency valve to control the tripping means, a pilot valve to control said emergency valve, and means under the control of the motorman for operating the pilot valve.

8. In a safety apparatus for cars, a life guard, means for tripping the same, an emergency valve to control the tripping means, a normally seated pilot valve to control said emergency valve, and means under the control of the motorman for unseating said pilot valve.

9. In a safety apparatus for cars, a life guard, means for tripping the same, an emergency valve to control the tripping means, a pilot valve to control the emergency valve, a car mot-or controller and its handle and means associated with said handle for operating said pilot valve.

10. 1n a safety apparatus for cars, a life guard, means for tripping the same, an emergency valve to control the tripping means, a pilot valve for controlling the emergency valve, and means operative by the tripping of the guard for independently controlling the emergency valve.

ll. ln a safety apparatus for cars, a life guard, means for tripping the same, an emergency valve to control the tripping means, a brake pressure release pipe also controlled by said emergency valve, an electrically operated device for controlling said emergency valve, a circuit therefor, and means operated by the tripping of the life guard to close said circuit.`

12. In a safety apparatus for cars, a life guard, means for tripping the same, an emergency valve to control the tripping means, a brake pressure release pipe also controlled by said valve, a manually controlled pilot valve for controlling the emergency valve, and an independent electrically controlled valve for controlling said emergency valve.

13. 1n a safety apparatus for cars, a car propelling motor a circuit for controlling the same having separated contacts, a pivotally mounted fender having a conducting strip thereon for normally closing the circuit between said contacts, and means for opening the circuit between said contacts when said fender is rocked.

l-t. V:[n a safety apparatus for cars, an electrically controlled pneumatic brake system, a circuit for controlling said brake system having separated contacts, a pivotally mounted fender, and means for closing the circuit between said contacts when said tender is rocked.

15. in a safety apparatus for cars, a car propelling motor, a circuit therefor, having separated contacts, an electrically operated pneumatic brake system, a circuit for controlling said brake system having separated contacts, a pivotally mounted fender normally closing the circuit between said contacts, and means for closing the circuit between the contacts of the brake control circuit and for coincidently opening the circuit between the contacts of the motor controlling circuit when said 4fender is rocked.

ln testimony whereof we have hereunto set our hands in the presence of the subscribing witnesses, on this 22nd day of April A. D., 1913.

FRANK HEDLEY. JAMES S. DOYLE. lNitnesses:

S. E. DARBY, G. A. MGGRATH.

V Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents. Washington, D. C.

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