US604395A - Car-fender - Google Patents

Description

(No Model.) 3 sheets-sheet 1.

L. J. HUNTER.

CAR FENDER.

No. 604,395. Patented May 24, 1898.

IFE HH Inventor.

ms PETERS co.. moro-LITRO., wAsmN HHH? Witnesses: 265i 8; /fnv (No Model.) 3 vSheets-Sheet 2.

L. J. HUNTER. GAE EENDEE.

No. 604,395. Patented May 24,1898.

Witnesses: Inventor- 3 h e. e h S e e h S .3

R mlm N N UB HF u TUC L M. d o M o m I nventor.

om s

Mw l une w C 3, o o v. s M 2 3 7: w 6. .m O 1 N w m: Nonms PETERS co. Hovo.|.m a. wA'sHmsron. n. c.

UNITED STAT-ns PATENT Orricn.

LYTLE J. HUNTER, OF COVINGTON, KENTUCKY.

cAR-FE'NSDER.

SPECIFICATION forming part of Letters Patent No. 604,395, dated May 24, 1898.

Application led March 19, 1896.

' Zen of the United stateaand a resident of the city of Covington, in the county of Kenton and State of Kentucky, have invented certain new and useful Improvements in Fenders for Street and other Cars, of which the following is a specication. l

The several features of my invention and the various advantages resulting from their use, conjointly or otherwise, will-be apparent from the following description and claims.

In the accompanying drawings, making a part of this application and in which similar letters of reference indicate corresponding parts, Figure l, Sheet 1, is a front elevation of a car and of mechanism applied thereto and embodying` my invention. Fig. 2, Sheet 2, is a side elevation of the same, the rear portion of the car being omitted. Fig. 3, Sheet 3, is a bottom view of the front portion of a car, running-gear omitted, and illustrating the application of myinvention thereto. Fig. 4, Sheet 3, is a rear elevation of one division of the shield. Figs. 5 and 6, Sheet l, are edge elevations of hooks vused to connect the shield to the dashboard of the car. Fig. 7, Sheet 2, is an edge view of the front portion of the fender. Fig. 8 is a detailed view, enlarged, of the mechanism for dropping the fender and holding it in position. Fig. 9 is an elevation of the mechanism for regulating the degree of promptness and facility with which the shield drops the fender. Fig. 10 is a detail, enlarged, of the mechanism whereby the driverdrops the fender. Fig. 1l is a detail, enlarged, of the mechanism whereby the shield, when pressed back, operates to pull the connection L and thereby drop the fender.

A indicates the platform of the car, B the dashboard thereof, and X the car-body, of

.which X2 is a door.

C indicates my improved shield or bumper. One of the principal objects of this shield is to prevent any part of the car striking any ,part of the human being or other object in front of the car with which the car would otherwise collide. This shield is so constructed and so operated that it saves the body which it strikes from bein g in j ured by it, (the shield,) and therefore preserves life, limb, and health. The shield is so shaped as that unless the ob- Serial No; 584,013. (No model.)

ject struck is in the exact center of it it will, when meeting the object, operate to throw such object off from the track and to one side ther constructed and operated as hereinafter described. Vhe'n* desired, it 'isu continued well up on the dashboard, and sometimes is made to cover the entire board, as indicated by the dotted lines D C. It is made of elastic bars or slats C2, suitably connected to one another.

A great advantage of my shield is that it is readily removed from the car and as readily replaced in position in front of the dash. This is an important desideratum when necessity arises to couple the fender end of the car to another car or to have the former propelled by another motor-car, 85o., or when necessity arises to get at any of the running-gear or mechanism beneath the platform A of the car. To obtain this ease of removal and readjustment, I have devised some very great improvements, to wit: I construct the shield in sections, preferably in two sections, the shield being vertically divided in the center. section has a lower cross-brace C2, and the Aends of these adjacent braces interit, to wit: A tongue C4 on one of these braces enters a slot or eye C5 in the other of the braces. Higher up the braces "are united by the latch D, hinged at D2 to one section and provided With several pairs of projections or clampinglpieces, each pair consisting of pieces D3 D4, adapted to receive between them an adjacent portion of the shield. This portion is preferably a cross tie or brace C3, the pieces D3 D4 being received between adjacent vertical bars C2, substantially as shown.

The means devised for securing the upper portion of the shield to the dash are hooks B2 on the dash, (see Figs. l, 5, and 6,) having a broad table or basal part B3. The latter is perforated at B4.

Each

IOO

0n the shield are hooks D5 DG, of which those marked D5 are in the shape of a gooseneck, and when these hooks are applied to their adjacent hooks on the dash and the tongue of the hooks D5 D6 inserted into the slits B4 the gooseneck will prevent the shield after being dropped down into place from becoming detached from the dashboard.

The lower ends of thesection of the shield are connected to the car by an ingenious device consisting as follows: To the lower portion of each section is connected an arm E, and to this arm is hinged a link-arm E2 at E5', provided with a side pin E3. From the car projects an arm A2, provided with an opening A3, which latter receives the shaft E5 of the arm E4. The preferred and novel means for holding these pins E3 in place and steadying the shield and binding together (so to speak) the sections of the same is a connection F, obviously preferably a chain, connected to one outer lower corner F2 of the shield and adapted byhookF3 to be hooked into the eye F4 of the opposite lower corner of the shield. When thus hooked, the chain is Jthe chord of an arc and slightly bends the elastic shield and holds each pin E3 in place in its adjacent arm A2. It will be observed that the arms E2 while movable vertically are not capable of lateral deflection.

The removal of the shield from the caris but the work of a few seconds, to wit: The chain F is unhooked and the latch lifted. Each section of the shield is lifted from the bottom slightly sidewise away from its companion section and forward and up from the car, care being taken to move it edgewise enough to` unlock the pin E3 from arm A2, and as soon` as the .goos'eneck-hook D5 is disengaged from its hook B2 the section is lifted off altogether from the car. These operations are reversed when the sections are replaced.

The mechanism described is very simple, strong,durable, and easily worked. The hook connections at B2 B2 admit of all necessary play in the movements of the shield.

Vhen the car carries a headlight and the latter is afdXed to the dashboard, a suitable opening, as at Z, Fig. l, will ordinarily be provided. To brace the shield below, a brace C4 is present in each cross-section of the shield, the brace forming a chord with the curve of the section.

The fender proper, G, is in general of the shape of a scoop and at its front end is preferably of a novel and advantageous construction. The rear end is connected to a shaft H, journaled in suitable bearings H2 H2, secured to the car. The fender has a front end adapted to. lie on the track-rails and to have its front edge close to the rails. The novel construction of the front portion is as follows: Formed out of a single piece of sheet metal is the curved circular bent or curved front piece G2 and the succeeding iiat part G3, and the shoulder G4, the succeeding curved portion G5, and the iiat portion G6. The portion G5 (when the fender is dropped) slides on the rails or road-bed. The portions GG and G4 receive the forward ends of the elastic slats G7 of thev main body of the fender and are secured to said slats and support them.

A brace G3 is present across the rear portion of the fender to strengthen the same.

I will now describe the tripping mechanism. To the shaft H is fixed a tripping-rod I, extending upward. The forward part I2 of the upper and free end of the rod is flat, while the upper and rear portion I3 of said end is curved. Above this tripping-rod is a bellcrank lever J, pivoted at J2 to the frame. One arm J 3 of this lever bears against the flat end I2 of lever I, and the other arm J 4 is arranged to engage a recess K4 in the arm K3 of lever K, pivotally fulcrumed at K5 to the frame. The lower end of the arm K2 is connected to a chain L, or like connection, eX- tending therefrom to the free end of an arm L2 on the shaft E5. Thus when the chain L is drawn forward the arm .I4 is disengaged from the recess K4. The lever J then yields to the forward pressure of the rod I, (impelled by the Weight of the fender,) and the forward end of the fender descends and rests on the rails in position to catch and take up the object on the track in front of the car. It will be observed that the movement of the shield backward-t'. c., toward the car-operates through the agency of the parts E, E2, E3, and L2 to pull the chain L forward and drop the fender.

Means for enabling the driver of the car to drop the fender are as follows: A foot-treadle M is present at and above the platform A (see Fig. l0) and is upheld by a spring M2 when not depressed by human agency. The shank of the treadle passes down through the platform and preferably through a sleeve M3 thereof and at its lower end is connected to one end of a bell-crank lever M4, pivotally fulcrumed at M5 to the frame and at its other end connected to a chain M6 or the like connection to the lever K. Preferably this connection is accomplished by a short connection from the lower arm of lever M to the chain L aforementioned. Depression of the treadle moves lever K and drops the fender, as aforespecified.

Novel, advantageous, and practical means for holding the fender to the track after the treadle has been dropped thereon consist as follows: A fixed pawl N is connected to the car, and on this pawl slides a reciprocatory ratchet-piece N2, weighted, the weight N3 of which is at one end thereof. The other end of the piece N2 is pivotally connected at N4 to rod I. v

When the fender G is dropped, the rod I moves forward and draws the ratchet-piece N2 forward until the fender reaches the track. At this time the ratchet-piece N2 engages the pawl N, and therefore resists any backward IOO IIO

movement of rod I, and consequently any tendency of the fender to uplift from the track.

Novel and valuable means for elevating the fender and for setting it in its first-named elevated position are as follows: At the platform is a pull-cord or connection P, running down through the platform and passing rearward and thence up and around a pulley P2,

Ajournaled at P3 to the frame of the car and then connected to the rear end of the ratchetpiece N2 in such a position, substantially as shown, so that when the cord P is pulled the vrear end N3 of theratchet-piece is lifted and the latter disengaged from the pawl N. The ratchet-piece N2, being thus drawn upon, becomes an extension of the cord P and draws the rod I rearward, thereby lifting the fender.

As the rod I moves backward the upper curved end portion I3 strikes a rounded protuberance I4 and raises the end J4 of lever J back into engagement with the arm K3 of lever K, thereby setting the fender in its uplifted position.

It will be borne in mind that the chain L is at this time loose, being rendered slack by reason of the elastic return of the shield to its former position and the return of the foot-treadle M to its first position through the agency of the spring M2. The fender is now in position to be again dropped when occasion requires.

I have devised a precautionary and supplemental device for adjusting the degree of resistance the shield shall make in yielding to .the pressure of the shock of the body with which it may collide and in affording a definite degree of facility in unlocking it to fall. This device consists as follows: A ratchetwheel R, fixed on shaft R2, has a pawl R3 engaging it, as shown. (See more particularly Fig. 9.) A coiled Yspring R4 is fastened at one end to a fixed detent R5 and at the other end to the shaft R2 or the wheel R. The pawl R3 is pivoted on the pivot-pin R5, and the latter is Xed to an arm R2, swung on the shaft R2. The free end of this arm R7 is connected to the chain L at a point intermediate between the shield or foot-treadle at front and the tripper-lever K at rear. The operation of this device is that when the shield is pushed upon by colliding with a body in front of it-the shield will draw upon the chain L and the latter will move more or less rapidly according to the extent to which the spring R4 is wound,

the shield being obliged to overcome the resistance of the spring through the agency of the arm R7 before drawing upon and moving the lever K to unlock the fender. This device is of great practical utility, as it enables me to set the mechanism so that the fender cannot be unlocked and dropped by a mere jar of the car, but can be set to unlock at the desired degree of ease in connection with a given degree of pressure upon the shield or treadle.

My mechanism is practical, durable, economic, and easy of operation. It is not liable to get out of order and is easily kept in order.

What I claim as new and of my invention, and desire to secure by Letters Patent, is-

l. A car-front shield, made in elastic sections, separable, and capable of ready connection at their junction, and when in use, bent into a curved form and connected by a connection forming a chord of la circle, substantially as and for the purposes specified.

2. The shield made in two half-sections, capable of ready union and separation,the shield being connected above for oscillation, and having its lower outer ends connected by the chain, hooked to one of the sections and holding the same together below, substantially as and for the purposes specified.

3. A curved shield supported above on loose connect-ions and below provided with link E2, having pin E3, interfltting arm E4 and in combination with said arm E4, and shaft E5 thereof, for moving mechanism for dropping a fender below the car, and a connection across the shield for holding the pin E3 in place in said arm E4, substantially as and for the purposes specified.

4. A curved shield made in sections and suspended above at the car-front, each side section provided with a link E2 and pin E3 on the link, in combination with an arm E4 receiving the pin E3, a shaft E5 of arm E4, for moving the mechanism for operating the fender, and a chain connecting the outer end of each side of the shield with the other, and holding the links to the arms E4, and the pins E3 therein, substantially as and for the purposes specified.

5. The combination of the horizontal fender and the shaft H thereof, and the tripping-rod I connected to the said shaft, and having rounded endI3, and the bell-crank lever J, pivoted at J2 and having arm J 3 and arm J4, and rounded projection I4, for engaging tripping-rod I, and lever K pivoted at K5, and having arm K3, provided with recess K4, for receiving the end of lever-arm J4, and connection L fixed at one end to arm K2, substantially as and for the purposes specified.

6. The combination of the horizontal fender and the shaft H thereof, and the tripping-rod I connected to the said shaft, and having rounded end I3, and the bell-crank lever J, pivoted at J2 and having arm J 3 and arm J4 and rounded projection I4, for engaging tripping-rod I, and lever K pivoted at K5,and having arm K3, provided with recess K4, for receiving the end of lever-arm J4, and connection L and tripping-rod I in combination with a front trigger apparatus for moving the connection L, substantially as and for the purposes specified.

7. The combination of the horizontal fender and the shaft H thereof, and the tripping-rod I connected to the said shaft, and having rounded end I3, and the bell-crank lever J, pivoted at J 2 and having arm J 3 and arm J 4 and rounded projection I4, for engaging tripping-rod I, and lever K pivoted atK5, and having arm K3, provided With recess K4, for re- IOO IIO

ceiving the end of lever-arm J 4, and connection L, and tripping-rod I, shaft H thereof, shield for operating through levers the said shaft, and lever M4, and connection M2, connected to connection L, and means for elastically returning thefender to place, substantially as and for they purposes specified.

v8. The combination of the horizontal fender and the shaft H thereof, and the tripping-rod I connected to the said shaft, and having rounded end I2, and the bell-crank lever J, pivoted at J2 and having arm J 2 and arm J4 and rounded projection I4, for engaging tripping-rod I, and lever K pivoted at K5, and having arm K2, provided With recess K4, forA receiving the end of lever-arm J4, and connection L, and tripping-rod I, shaft I-I there-` of, shield for operating through levers the said shaft, and treadle in platform, and lever` M4 and connection M6 connected to conn-ection L, and `means for elastically returning the said treadle-shield and the said treadle to place, substantially as and for the purposes specified.

9. The combination of the fender, shaft H. thereof,trippingrod I fixed to shaft H ,ratchetpiece N2,pivoted to tripping-rod I and having Weight N2 and suspended paWl N, substantially as and for the purposes specified.

l0; The combination of the fendelyshaftv H thereof, tripping-rod I fixed to shaft H, ratchet-pieceN2 pivoted to tripping-rod I and having Weight N3 and suspended pawl N, and pulley P2, cord P thereof, connected at an end to ratchet-piece N2, and at the other carried forward and above the platform,within reach of the operator, substantially as and for the purposes specified.

ll. The combination of the horizontal fender, shaft H thereof, tripping-rod I thereon, and lever J, and latch K, interconnecting, and connection L for unlocking the latch, and pulley P2, cord P thereof, duly connected` to tripping-rod I, and carried above the platform, substantially as and for the purposes specified.

12. The combination of the horizontal fender, shaft H thereof, tripping-rod I thereon,

and lever J, and latch-lever.K,`interconnectf ing, and connection L for unlocking the latch, y f and pulley P2, cord P thereof, and ratchet,- piece N2, and paWl N, the cord being connected to said ratchet-piece, and at its other end carried above the platform, substantially as and for the purposes specified.

13. The combination of a connection L, an apparatus for operating the said connection,

a fender and mechanism for dropping it, and la ratchet-Wheel, onv a shaft R2, carrying a spring strained between same and another lpoint as R5, arm R7, paWl R6 thereof, and a `connection R2 connected to connection L, substantially as and for the purposes specified.

14:. The combination of the operating connection L, and the fender, intermediate mechanism, consisting of tripping-rod I, for Working the fender, and lever J2, I4, J4, latch K2, K4,

K2, duly connected to connection L, ratchet- .piece N2, paWl N, and ratchet-Wheel R, shaft R2 thereof, spring R4, arm R7, pawl R6 thereof for engaging the ratchet-Wheel R, anda connection R2 connected to connection L, substantially as and for the purposes specified.

15. The combination of the operating connection L, and the fender, intermediate mechanism, consisting of tripping-rod I for Workjing the fender, and lever J2, I4, J4, latch K2, K4, K2, duly connected to connection L, ratchetpiecel N2, pawl N, and ratchet-Wheel R, shaft R2 thereof, spring` R4, arm R7, pawl R6 thereof for engaging the ratchet-Wheel R, and a conlnection R2 connected to connection L, and

pulley P2, and cord P duly connected to the Vtripping-rod Land carried to the platform,sub stantially as and for the purposes specified.

16. The combination of the operating conpulley P2, and a cord4 P duly connected to the ytripping-rod I, and carried to the platform,

and the oscillatory shield carrying the links E, pivoted to arms for operating thel shaft,

arm L2, duly connected to connection L, substantially as and for the purposes specified.

t LYTLE J. HUNTER. Attest:

WM. E. J oNEs, K. SMITH.

Images