US366015A - Fender for street-cars - Google Patents

Description

(No Model.)

A. J. MASON 8: G.'G. HALE,

FENDER POR STREET GARS.

I Patented July 5, 188'?.

Wfzes als: l i ulveworg;

y da WQ A Wiz/0772636.

UNITED STATES PATENT Erice@ ARTHUR JOHN MASON AND GEORGE O.4 HALE, OF KANSAS CITY, MISSOURI.

FENDER FOR STREET-CARS.

SPECIFICATION forming part of Letters Patent No. 366,015, dated July 5, 1887.

Application filed January 7, 1887. Serial No. 223,672. (No model.)

To all whom, it may concern.

Be itknown that we,AR'r1-IUR JOHN MASON and GEORGE O. HALE, citizens ofthe United States, residing at Kansas City, in the State of Missouri, have'invented certain new and useful Improvements in Fenders for Street-Cars, of which the following is a specification, reti erence being had therein to the accompanying drawings. y

Our invention relates to improvements in fenders for cable and other street-railway cars; and it consists of the peculiar combination of devices and novel construction and arrangement ofthe various parts for service, substantially as hereinafter fully described, and particularly pointed out in the claims.

The primary object of our invention is to provide an improved fender for protecting the feet and other parts of the person of passengers and bystanders from injury by theA wheels &c., of a passing car.

A further object of our invention is to provide improved side fenders which are suspended from the axles of the car; to provide improved end fenders which are adapted to be carried by the side fenders, and which will automatically accommodate themselves to any rise and depression or change of grade in the track; te provide the end fenders with means for partially relieving the side fenders oftheir weight,when desired; and, inally,the

object of our invention is to provide an improved fender which shall possess superior advantages over others of this class which have prccceded it in points of simplicity,L strength and durability of construction,and cheapness of manufacture.

In the accompanying drawings, which illustrate animproved fender for cars embodying our invention, Figure I is a top plan view. Fig. 2 is a side elevation showing one ofthe end fenders in the act of accommodating itself to a change of grade in the track, and Fig. 3 is an end elevation.

Referring to the drawings, in which like letters of reference denote corresponding parts in all the iigures, A A designate the axles of the car,and B the wheels thereon,which are of the ordinary or any preferred class. Although our invention is especially adapted for useon cable street-cars, still we do not desire to coniine ourselves to the use of it upon any pattern or class of cars, as we are aware that it can be used'with advantage upon any kiudof street or steam cars.

Our invention consists, essentially, in two side fenders, O O', and two end fenders, I) D', which are arranged continuously around the sides and ends of thecars Vto etl'ectually protect the passengers and bystanders from injury, and the end fenders are so constructed and arranged that they will automaticallyaccommodate thelnselves to any change in the grade ofthe track without in any manner af fecting the side fenders. These side fenders, C C', are arranged on opposite sides of the car and exterior to the wheels thereof, and they are suspended from the axlesofthe car by any suitable or preferred mechanism, as for instance, suitable straps or bands,c,which are connected to the fenders and embrace the axles, as clearly shown in Figs. l and 2of the'drawings. -These side fenders thus depend from the axles within a suitable distance or elevation from the ground or track to clear the same, and at their ends they are extended or projected beyond the plane of the edges or peripheries ofthe wheels. Both ends Ot' both fenders are extended beyond the peripheries of the wheels, as at c', and the upper edges of these extended ends of the side fenders are inclined or beveled from their upper edges to the lower edges, as at c2, for a purpose to be hereinafter explained.

The end fenders, D D', are arranged at Opposite ends and beneath the body of the car, and the side walls, d, of these end fenders are in clined or bulged outwardly from their rear ends to a point near the front outer ends of the` fenders, when the said side walls are again converged toward each other, as at d. These end fenders are each provided with a vertically disposed end wall, d2, which inclines downwardly and forwardly, so as to ward off any object in its path. This inclined end wall is furthermore bent or curved at its middle, so that the two ends thereof lie or are arranged at an angle to each other, which further aids in warding oli' an object, and in this wall is formed a central opening, d, to accommodate the coupling between two adjoining cars. i

The rear ends of the side walls of the end fenders are hinged or pivotally connected toA ICO i acacia and thelo'Wer edges of the said side walls are inclined or beveled to correspond with the inclination of the inclined edges ofthe ends of the side fenders, so that the said end fenders will rest snugly on the side fenders. It will thus be seen that the side and end fenders are pivotally connected together', so that while the side fenders are held in place on the axles the end fenders are free to have aflimited movement orplay in a vertical plane, and that the end fenders are adapted to rest upon and be carried by the side fenders.

F F designate supporting rollers or wheels which are suitably journaled in the lower forward portion of the end fenders on opposite sides of the line drawn through the center of the fenders, and these rollers are adapted to 1 ridel upon the track when the car approaches an upgrade, so that the end fenders are elevated above the plane of the forwardcurved edges c2 of the side fenders, and thereby automaticallyaccommodate themselves to a change in the .grade of the track. The rollers are made of such a width that they will ride upon the rails of a switch without reference to Which direction the car may be turned, as indicated in the dotted lines in Fig. l.

Check-chains G may be connected to the free end of the pivotcd end fenders to partially relieve the side fenders of the weight thereof and yet permit the end fenders to accommodate themselves to an elevation in the track.

in contact with the track and elevate the front end of the end fenders oif theside fenders, so that the end fender is partially supported at its rear end by t-he side fenders, while the front end thereof is supported by the rollers. As the car approaches a level portion of the track again, the weight of the end fenders causes the same to drop or gravitate and thereby rest upon the sidefenders7 by which it is again carried and supported.

While We deem the mechanisms and devices herein shown and describedv as best adapted for carrying our invention into effect, still we do not desire to confine ourselves to the exact details of construction and form and proportion of parts illustrated as an embodiment of our invention, but hold ourselves at liberty to make such changes 'and' alterations as fairly fall within the scope of our invention.

Our invention is exceedinglysimple,strong. and durable in construction, effective and reliable in operation, easily and readily applied to any class of car, and is cheap and inex pensive of manufacture.

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

. l. The combination of the suspended side fenders and the noncollapsible end fenders connected directly to and carried by the side fenders, and thereby forming a continuous guard around the sides and ends of the car, the ,end fenders being pivoted to the side fenders to permit them to move vertically, sub-v 3. In a fender, the combination of the sidefenders suspended directly from the eXtremities ofthe axles ofthe car, and the end fendlcrs connected directly to the side fenders,

said end fenders being pivoted to be capable of a vertical `n1ovcment, and having supporting-rollers at or near the free ends thereof, which thereby adapt the end fenders to automatically accommodate themselves to a change ofthe grade, substantially as described.

4. In a fender, the combination of the side fenders suspended `from the axles of the car, and having thc inclined upper edges, fr, and the end fenders hinged or pivotally connected to the side fenders, and adapted to rest upon the said inclined edges thereof, substantially as described, for the purpose set forth. Y

5. In a fender, the combination of the side fenders suspended from the axles of the car, and the end fenders pivotally connected tothe side fenders, adapted to be carried and supported thereby, and having the looselyjour` naled supporting-rollers in the lower portion of its free end, substantially as and for the purpose set forth.

.6. In a fender, the combinaton of the suspended side fenders and the vertically-movable end fenders pivotally connected directly to the side fenders and normally carried thereby in an elevated position out of contact with the track, substantially as described.

7. In a fender, the combination of the suspended side fenders and the verticallyn1ovable -cnd fenders connected directly to the side fenders and normally carried thereby in an ele vated position out of contact with the track, the free ends of the said end fenders having supportingrollers journaled therein, which are adapted to ride upon the track and thereby adapt the end fenders to automatically accommodate themselves to a change of the grade, as and for the purpose described.

S. In a fender, the end fenders having the converging end walls,d, and a central opening, d3, at the apex of said walls, asand for the purpose set forth.

In testimony whereof we affixour signatures in presence of two witnesses.

ARTHUR JOHN MASON. GEORGE C. HALE.

Vitn esses:

XV. A. ALDnRsoN, W. HARMON.

ico Y

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