US547707A

US547707A - Street-car fender

Info

Publication number: US547707A
Authority: US
Publication date: 1895-10-08
Anticipated expiration: 1912-10-08

Description

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n. LD UN Y E MF R BA nu T Amun R RT S m. d 0 M O /N\ No. 547,107. Patented oct. 8,1895

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UNITED STATES PATENT OFFICE.

RICHARD 'A. BREUL, OF BRIDGEPORT, CONNECTICUT.

STREET-CAR FENDER.

SPECIFICATION forming part of Letters Patent No. 547,707, dated October 8, 1895.

Application filed March 23, 1895. Serial No. 542,951. (No model.)

To all whom it mag/concern,.-

- full, clear, and exact description of theinvention, such as will enable others skilled in the art to which it appertains to make and use the same. n

My invention consists in improvements in car-fenders, as hereinafter fully described and claimed. Since perfecting the carfend ers described in my application of November 5, 1894, Serial No. 527,956, I have discovered some additional improvements on such fenders which will greatly increase the efficiency and durability of the apparatusemployed. By an automatic mechanism attached to the front bar of the end. fender of the car, as shown in Figures 7 and 8 of the drawings, the fender is formed into a veritable wedge which cannot fail to run under and pick up a human body, no matter in what position the same may be lying, and depositit on the platform of the fender. This mechanism and tsoperation will be hereinafter described in detail. I have also constructed a muclbimproved wheel-fender or Alife-guard. It has been the aim of many inventors to construct a carfender which would safely operate in close proximity to the ground, and I have produced in this invention a wheel-fender which possesses the four important features necessary for a successful device of this kind: It always remains in an operative position close to the rails andground. It is not injured or rendered inactive by the rocking of the'car.

.obstruction and immediately regain its proper operative position Without any vshock or injury to the fender or car. `In my before-mem tioned application for patentl on street-car fenders, tiled November 5, 1894, I have provided for auxiliary fenders before each wheel. Although the said fenders answer their purtion, illustrating the Wheel-fenders.

pose, I have found by repeated experiments that a wheel-fender constructed in accordance with this present invention is decidedly pref-' erable to the one shown in said application of November 5, 189i. v

The important feature of this device, which embodies the real gist of my invention, is a bar or body triangular in cross-section, pivoted at its ends to allow of rotation on its longitudinal axis, which is mounted obliquely across the rail so as to impel loose objects to the outer side of the tracks and car, and with one of its three sides or faces resting on or in close proximity to the top of the rail, while its forward corner and side are in active position to operate as a fender until this corner strikes an immovable object, when the bar will freely turn, making a one-third revolu-4 tion, and immediately assume the same operative position as before, only with a change of sides, as hereinafter described. This triangular fender will not turn, however, when striking an object lying loosely on the rails, but will remove the same instantly by pushing it away to the outer side of the tracks, out of reach of the wheels. The reason for this automatic action is the downward pressure exerted by contacting loose objects on the inclined front face of the triangular member, whilean immovable solid obstruction rising from the road-bed strikes the forward lower edge of the same at a direction tangential to its axis, and therefore the triangle instantly yields to this pressure, revolves on its axis, passes over the obstruction,and immediately after assumes its proper operative position.

In the accompanying drawings, in which the same letters and numerals of reference indicate corresponding parts'in the several figures, Fig. l is a side elevation of the forward part of a car provided with my invention. Fig. 2 is atop plan view,'partly in sec- A Figs. 3 and 4 are detail views, hereinafter described, of parts of the Wheel-fenders. Figs. 5 and 6 areres'pectively longitudinal and transverse sections of the triangular member. of the wheel-fender. Figs. 7 and 8 illustrate the improvements in the front or end car-fender. Fig. 9 is a top plan View, and Fig.10 a side View, of the wheel-fender as modified to adapt it for a track in bad conditionv and with de- IKO fective pavement between and at the side of the rails, as hereinafter described.

The side bars B B and the front bar A of the front or end fender are in this construction preferably made in one piece, a fiat metal bar bent into the approximately U shape shown and twisted at the corners, so that the transverse front. bar A will lie at an incline, as shown, to give the proper surface for the attachment ofthe automatic scrapers or levers R. The pins c in the rear ends of the side bars B are pivotall'y and detachably held in the notches 15in the rearedges ofthe brackets d bythe pivoted counterbalanced dogs 16, as described in detail and claimed in my application tiled November 5, 1894; also, the fenderframe is provided with the netting or platform b and willi the system of supportingchains which are described in detail and claimed in my above-mentioned application, allowed February 4, 1895.

The levers R, which are arranged and operated in pairs, as shown, are formed each with a body portion which lies longitudinally upon the inclined front bar A of the fenderframe and at its outer end with a fiat forwardly-projecting arm R', inclining slightly toward the center, the inner end of each lever having a rearwardly-curving arm R2. The bodies of each pair of levers overlap and are secured upon the inclined surface of barAby a pivotbolt r passing through the central part of each leveubody, while the rearwardlycurved arms R2 are connected bya coil-spring S of suilicient power.

'l indicate guide-brackets, beneath which the ends of the levers play and which stop them from advancing too far. It will be seen that when the fenderframe is dropped the ends R of the levers will automatically scrape the ground, being held projected forward and in contact with ittby the action of the coil-springs S acting on each pair of levers. On striking an object that cannot be moved (picked up) the coil-springs will give to enable the outer arms R of the levers to draw back, the levers turning on their central pivot until the object is passed, when the springs S at once automatically return the levers to their former position, with the ends of arms R' scraping the ground. A human body or limb, however, will without fail, owing to the action of these inclined flat leverarms operating like a wedge shoving beneath the body or arm, be picked up and slide up over the levers into the screen b. In Fig. 8 one ot' the levers is partly broken away and its position indicated by dotted lines in order to more clearly show the form of the lever beneath it. A number of cast-iron bearings or supports u, of properlyrounded shape for passing over obstructions on the track, are lirmly secured under the front bar A.

The principal and most important feature of the wheel-fenders consists of the triangular body or bar C. This is preferably arranged in connection with a hollow box-like frame F,

to the sides of which are bolted the supportin g-bars G G, the rear ends of these bars being hinged on bolts g in lugs o o of a supporting base-plate O. These base-plates O O are bolted to the front side ofthe guard-board a; of the truck in front of the wheels, having upper and lower flanges O', which inclose the bar, and a rubber packing Y, interposed between the two to prevent jarring. Through the rear lower sides of frame F is secured a rod or bolt E, on which are loosely mounted disks D, which run upon the rails and upon which the fenders rest, supporting the frame F and side bars G, so that the triangular meinber C almost touches the top of the rail. The front ends of the side bars G and of the frame F are inclined outwardly, as shown, so that the triangular member C, pivotally mounted between the front extremities ofthe side bars in the manner hereinafter described, stands across the rail at an angle, while its axis is parallel with the ground. This member C is three-sided, triangular in erosssection, and stands, as shown, with one of its .three faces close to the rail while the car is traveling forward. The rear end of the top plate of each frame rests upon the lower arm of an L- shaped supporting iron L, which may be raised or lowered by a set-screw N, thereby adjusting the frames F and the several parts of the fender which they carry-the disks D, the triangular member C, dse-the side bars G turning on their rear hinged ends to permit of this vertical adjustment. The bolts g, which secure the rear ends ofthe side bars G, are slipped through the lugs o o from the inner side or center of baseplates O, and a stopplate M is then inserted and secured to the angle-iron L, resting between the heads of these bolts and therefore holding them in place without the use of nuts, as will be seen. These plates M are secu red to the angle-irons L by the same bolts m, which pass through slots in said bars and securethem adjustably to the base-plates O, so that they are vertically adjustable by turning the screws N.

I1 indicates a spring-bar for the pair of fenders, its ends resting upon the saine and being connected thereto, as shown, preferably by bolts passing through slots in the ends of the bar, pressing both fenders downward, the pressure being regulated by an angle-iron K, adjustably secured to the guard-board w by bolts passing throughits slotted vertical member, while its lower member extends, as shown, over the center of spring-bar II.

The forward end of the frame F slightly overhangs the triangular member C, as shown, and its forward end face F is inclined at an angle, so that said face is nearly at right angles with the inclined front face of the triangular body C, Fig. l showing this most clearly, these two inclined lfaces forming a channel or groove between them for properly guiding and removing loose objects or bodies encountered by the fender in the desired direction away from the tracks and car.

ICO

It will be seen that in operation when the triangular body C of the fender comes in contact with an immovable object, such as a raised rail end or projecting Cobble-stone,

Vthe said solid obstruction rising from the road-bed will strike the forward lower edge of the body C at a direction tangential toits axis, @arising the part C. to instantly yield to the pressure, revolve on its axis for a onethird revolution, passing over the obstruction as the pivoted fender rises against the pressure of the spring-bar H, and immediately after passing the obstruction again assume its proper operative position, only with a change of sides. When the fender comes in contact with any loose object, the downward pressure exerted by the contacting loose object upon the inclined front face of the triangular body C will prevent said body from turning, While itwill raise the loose object, and owing to the inclined position in which it stands across the rail will push the same to the outer side of the tracks and car, the inclined end F of the frame F operating as above stated in connection with the triangular member C and forming a channel to properly guide and remove loose objects encountered by the fender in the desired direction away from the tracks and car.

To prevent any heavy or injurious jar to the triangular member C, I construct and mount the same in the following manner, as illustrated in detail in Figs. 5 and 6: The shaft 1, extending through the center of the member, has a rubber sleeve or tube 2, the triangular memberO slipping tightly over this tube, and a collar 3 is forced on each end of the shaft l and into a corresponding recess 4 in the end of the triangular member, the ends of the shaft l being loosely mounted in the ends of the side bars G to turn freely It will be seen that by this construction that the triangular member is given an interior elastic packing surrounding its central longitudinal axis, which will effectually take up any jar, preventing any strain or injury to the several parts.

Where the track is in bad condition, with defective paving between and at the side of the rails, I prefer to form the wheel-fender in the somewhat modified form shown in Figs. 9 and lO, the only difference from the construction above described being that the triangular' member O ismade of such width that its tread is slightly less than the width of the rail-head, the frame F being of corresponding width, and a single supporting roller or disk D being used, while but one side bar G is needed.

I claim as my inventionff vl. As an improvementin car fenders, a forwardly projecting U-shape frame designed to be pivoted to a car, said frame having its forward bar inclined at a different vangle to that of its side-bars, bearings or supports secured to the under side of said forward bar, springheld scrapers vor levers pivoted on said forward bars, substantially as and for the purpose set forth.

2. As an improvement in car fenders, a forwardly projecting U shape frame designed to be pivoted to a car, said frame having its forward bar inclined at a different angle to that of its side bars, bearings or supports secured to the under side of said forward bar, scrapers or leverspivoted in pai rs on said forward bar, springs connected to the inner arms of each of said pairs, substantially as and for the purpose set forth.

3. As an improvement in car fenders, a forwardly projecting U shape frame designed to be pivoted to a car, said frame having its forward bar inclined at a different angle to that of its side bars, bearings or supports secured to the under side of said forward bar, scrapers or levers having overlapping portions and pivoted in pairs on said forward bar, springs connecting the inner arms of each of said pairs, substantially as set forth.

4. As an improvement in car fenders, a forwardly projecting U shape frame designed to be pivoted to a car, said frame having its forward bar inclined at a different angle to that of its side-bars, bearings or supports secured to the under side of said forward bar, Scrapers or levers pivoted in pairs to said forward bar and having overlapping portions, outwardly projecting arms or members, and inner curved arms, springs connecting the curved arms of each of such pairs, vsubstantially as set forth.

5. As an improvement in car fenders, a forwardly projecting Ushape frame designed to be pivoted to a car, said frame havingits forward bar inclined at a different angle to that of its side bars, bearings orsupports secured to the under side of said forward bar, Scrapers or levers pivoted in pairs to said forward bar -and having overlapping portions, outwardly IOC projecting arms or members, and inner curved arms, springs connecting the curved arms of each of said pairs, guide-arms secured to said forward bar and engaging projecting portions of said horizontal members, substantially as set forth.

6. In a wheel fender, a frame or casing, pivoted supporting bars therefor, and a triangular shaped member pivotally mounted at an angle in bearings in said frame or casing, substantially as set forth.

7. In a Wheel fender, a frame or casing, pivoted supporting bars therefor, a triangular shaped member pivotally mounted at an angle .in said frame or casing, and means for vertically adj ustingsaid frame or casing, substantially as set forth.

8. In a wheel fender, a frame or casing, pivoted sup porting bars therefor, atriangular shaped member pivotally mounted at an angle in said frame, supporting disks or rollers also .mounted in said frame, and means for vertically adjusting said frame,substantially as set forth.

9. In a wheel fender, a base or supporting plate, pivoted arms or bars projecting therefrom, a frame or casing secured between said arms or bars, a triangular shaped member pivotally mounted atan angle in said frame, supporting disks or rollers also mounted in said frame, and means whereby said frame may be vertically adjusted.

10. In a wheel fender, a base or supporting plate, pivoted arms or bars projecting therefrom` a frame or casing secured between said arms or bars, a triangular shaped member pivotally mounted at an angle in said frame, supporting disks or rollers also mounted in said frame, an L-shape arm secured to said baseplate and engaging said frame or casing, and means for adjusting said L-shape plate, substantially as set forth.

11. In a wheel fender, a base or supporting plate, pivoted arms or bars projecting therefrom,a frame or casing secured between said arms or bars, a triangular shaped member pivotally mounted at an angle in said frame, supporting disks or rollers also mounted in said frame, an L-shape arm or plate secured to said base-plate and provided with an overhanging portion, and an adjusting screw mounted in said overhanging portion, substantially as set forth.

12. In a wheel fender, a base or supporting plate, pivoted arms or bars projecting therefrom, a frame or casing secured between said arms or bars, a triangular-shaped member pivotally mounted at an angle in said frame, supporting disks or rollers also mounted in said frame, an L-shape arm or plate having slots or openings therein, rods or bolts passed through said slots for securing said arm or plate to the base or supporting plate, said L-shape arm being provided with an overhanging portion, and an adjusting screw in said overhanging portion, said frame or casing being secured to said L-shape arm or plate, substantially as set forth.

13. In a wheel fender, a base or supporting plate, pivoted arms or bars projecting therefrom, a frame or casing secured between said arms or bars, a triangular shaped member pivotally mounted at an angle in said frame, supporting disks or rollers also mounted in said frame, an L-shape arm or plate secured to said base-plate and connected to said frame, an adjusting screw mounted in said L-shape arm or plate, and a spring for normally1 hold ing said frame in a lowered position, substantially as set forth.

14. In a wheel fender,a base or supporting plate, ears or lugs projecting therefrom, arms or bars pivoted on rods or bolts supported by said ears 0r lugs, a locking plate for said rods or bolts, a frame or casing secured between said arms or bars, and a triangular shaped member mounted at an angle in said frame, substantially as set forth.

15. The herein-described wheel fender, comprising a pivotally supported frame or casing, a pivot-rod mounted at an angle in said casing, an elastic sleeve secured on said pivot rod, a triangular shaped member also secured on said rod and surrounding said sleeve, and collars secured on said rod at each end of said triangular member, substantially as set forth.

16. In a wheel fender a front or contact member of triangular cross section, loosely journaled in levers subject to up and down movement, its longitudinal axis crossing the rail and normally presenting one of its sides as a contacting or tending surface; substantially as set forth.

17. In a wheel fender a triangular shaped contact member, loosely pivoted on its longitudinal axis in levers swinging freely up and down and which levers are journaled in a plate secured to the guard board of the car, the triangular member being so disposed as to have its axis crossing the rail and lying parallel with the ground; substantially as set forth.

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

RICHARD A. BREUL.

Witnesses:

SIGMUND LoEwITH. SIGMUND DoRMrrzER.