US536418A

US536418A - Michael clooney

Info

Publication number: US536418A
Authority: US
Publication date: 1895-03-26
Anticipated expiration: 1912-03-26

Description

(No Mdel.) 2 sheets-*sheen 1-.

M. CLOONEY. STREET GAR'PBNDER. No. 536,418. Patented Mar. 26, 1895.

qu :,b@ :EZ

i i @l N al Ki .N gg;

/ f N i-I N5 i N iii w i Qi x\ lllllllll I 21% l Mgg/3% Jizwrzazf Tn: Nnnms niks ou. PuomLlIHo., wAsmNaTon n c 2 Sheets-Sheet 2;

(No Model.)

M. C LOONEY. STREET CAR FENDER.

Patented'MaL, 1895.

kan?

,5j laye/a UNITED STATES PATENT OFFICE.

MICHAEL OLOONEY, OF ST. LOUIS, MISSOURI, ASSIGNOR OF TWO-THIRDS TO ROBERT MCOULLOCH AND O. NESBIT DUFFY, OF SAME PLACE.

STRE'ET-CAR FENDER.

SPECIFICATION forming part of Letters Patent No. 536,418, dated March 26, 189,5.

Application filed December 24, 1894 Serial No. 532,853. (No model.)

To all whom it may concern.-

Be itknown that I, MICHAEL CLOONEY, of thecity of St. Louis, State of Missouri, have invented certain new and useful Improvements in Street-Oar Fenders, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part hereof.

My invention relates Yto an improved car fender, and consists in the novel construction, combination and arrangement of parts, hereinafter described and claimed.

The object `ot' my invention is to construct an improved car fender to be applied to street railway cars that will be thrown into engagement with the track Whenever the car-brake is applied.

A further object of my invention is to construct a car fender that is extremely simple, inexpensive and easily applied to cars of the present construction without materially altering the trucks of said cars.

In the drawings: Figure l is a side elevation of a street car, the same being equipped with my improved fender. Fig. 2 is a plan view of my improved fender, the same being positioned upon the truck-frame, the connections from the fender to the brake being illustrated in this figure. Fig. 3 is a longitudinal .sectional view taken approximately on the indicated line 3-3 of Fig. 2 and looking in the direction indicated by the arrow A. Fig. 4 is an enlarged longitudinal sectional view taken approximately on the indicated line 4-4 of Fig. 2 and looking in the direction indicated by the arrow B.

Referring by numerals to the Vaccompanying drawings, l indicates the car-body; 2, the truck-frame thereof; 3, the car-axle mounted in suitable bearings fixed to the truck-frame and provided with the usual car-wheels 4.

5, 5 indicate armsthat are rigidly bolted to and extend forward from the upper side of the end timber of the truck-frame 2, and are provided with bearings 6 at their forward ends.

A plank or timber`7 is provided with rectangular notches 8 into which the bearings 6 of the arms 5 pass, and occupies a'transverse position immediately in front of the end-timber of the truck-frame. vThis plank or timber-7 is hinged to the arms 5 by means ofr a rod 9 that extends longitudinally through the timber 7 through the bearings 6 on the ends edge of the plank 7 from swinging too far downwardly.

Bolted to the upper side and at the longitudinal center of the plank 7 is an arm 12, the same being bent into semi-circular form and provided on its end with a weight 13. The function of this weighted arm will presently be shown.

A guardbar 14 is lixed to and adapted to swing downwardly from the front edge of the timber 7 by means of common strap-hinges 15 tixed to the under side ol" said guard-bar and said timber 7. The construction of the common strap hinges l5 is such that the guard bar 14 may be moved upward but is prevented from moving downward with relation to the said timber 7, so that said guard bar is normally maintained in the same plane with the said timber. By beveling the front edge of the timber 7 as indicated by 16, the forward edge of this guard-bar 14 may swing intoa plane above that occupied by the plank 7.

SecurelyV fixed to thefront edge of the guard-bar 14 in any suitable manner and extending forward therefrom are flexible loops 17, the same being preferably constructed of short lengths of rubber tubing, such as hose.

4Said flexible loops are provided on their exteriors with small metallic hooks 18, the ob- 'ject of which will be presently shown.

1 19 indicates an ordinary horizontally extending and moving brake-rod which is provided with a transversely extending arm 20, said arm being adjustable upon the brakerod 19 by means of a set-screw 2l.

22 indicates a grooved wheel or pulley, the same being mounted for rotation upon a bearing 23 fixed to the'under sideA of the car body l.

24 indicates an eye-bolt rigidly secured to the plank 7 adjacent the longitudinal center thereof, and in front of the longitudinally ex- IOO tending rod 9, which, as will be seen, forms the hinge-pin when the plank 7 swingsinlany direction.

25 indicates an eye-bolt, the same being rigidly fixed to the plank 7 adjacent the longitudinal center thereof and in the rear of the rod 9.

24 and 25 indicate grooved-wheels or pulleys that are fixed to the under side of the car-body directly above the eye-

bolts

24 and 25.

26 indicates a rope or cable, one end of which is securely fastened tothe eye-bolt 25. From thence it passes verticallyupward over the pulley 25a, from thence rearwardly and around the grooved-wheel or pulley 22; from thence forward to the transverse arm20, to the end of which it is securely fastened. From the endof said arm, said rope or cable extends forward over the grooved wheel or pulley 24, from thence vertically downward, and is securedto the eye-bolt 24 that is fixed near the forward edge ofthe plank 7.

The operation is as follows: Vhen the carbrake is 11n-applied and at rest, said brake, through the medium of the rod 19, trans- Versearm 2O and rope 26 and also the weighted arm 12, tends to hold the guardebar14and forward end of the plank 7 in an elevated position, the entire fender occupying approxi matelya horizontal position. Thenever the brake is applied, the brake-rod 19 will necessarily be drawn forward, or in the directionl indicated by the arrow C, Eig. 2. The transverse arm 2O being rigidly mounted upon saidl brake-rod, will necessarily move forward. This draws the rope or cable 26 around the grooved-wheel or pulley 22, over the grooved` wheel or pulley 25, and being securedto the eye-bolt 25 will necessarily raise the rear edge of the swinging plank 7. movement of the brake-rod 19 and transverse arm 20, the rope or cable 26 in front of said` transverse arm 20 will move forward ,over the grooved-wheel or pulley 24' and allow the forward end of the entire fender to swing downwardly, and the flexible loops 17 on the guardbar 14 to engage with the trackfrails. the swinging movement of the entire fender is equalized and governed entirely by the` play of the longitudinally moving brake-rod.

XVhen the fiexible loops and guard-bar 14 are ble loops 17 ot' the gvard-bar 14 tend to catch With this forward Thus` and hold some part of the body as it lies upon the fender. The swinging downward of thc forwardlend of the fender takes place every time the brake is applied. Whenever the brake is released, the brakerod 19 necessarily moves rearwardly, and through thc action ofthe transverse arm 20, rope or cable 26 and weighted arm 12, the fender is brought to its normal position, which is, as heretofore stated, in an approximately horizontal plane. The action of a fender of this construction is positive, as the first act of the driver or person in` charge of the car, upon seeing a body upon thetrack, is to apply the brake. The driver or person in charge of the car, upon seeing a body on the track candevote his entire time and movements to the applying of the brake, as there are no levers, tripping devices or auxiliary parts to occupy his attention in order to throw the fender into position, while the brake is being applied.

A fender of this construction possesses superior advantagesin point ofsimplicity, durability and general efficiency.

What Iclaim is- 1. A car fender, comprising a plank hinged at its transverse center tothe forwardend of thetruck-frame, a guard-bar hinged to the forward edge of the planlntlexible loops fixed to the forward edge of the guard-bar, and a rope or cable `fixed to the plank and passing over grooved-wheels or pulleys and attached to the brakerod,whereby the forward edge of the fender is thrownintoand'out of engage- `ment withthe track.

2. A car fenderpcomprising a pair of arms `fixed to the frontl rail. of the truck-frame, a

plank hingedto said arm by means of a lonedge of the plank, flexible loops provided with metallic hooks fixed to the front edge of the guard-bar, a transverse arm adjustably mounted upon the brake-rod andunderneath the` car-body, and a rope or cable, the same 'being secured at any suitable point in its lengthto the end of the transverse arm, its ends being secured to eye-bolts, one of each of which are Vpositioned upon each side of the center of the plank, forming a part of the fender.

3. In a car fender, a guard-bar hinged to the front edge of the main plank of the fender, and iiexible loops provided with hooks fixed to and extending forward from the front edge of said guard-bar.

In testimony whereof I affix my signature in presence of two witnesses.

MICHAEL CLOONEY.

XVitnesses:

E. E. LONGAN, J oHN C. HIGDoN.

IOO