US704432A - Guard-rail for street-cars. - Google Patents

Description

No. 704,432. Patented July 8, I902. Y v 'W. S. BRADLEY.

GUARD BAIL FUR STREET CARS.

(Application filed May 8, 1902.)

(No MpJ ieL) Witnesses ln re'n tor f a .@m 62AM Al /torn e ysj Rs co. mc'rouma, WASHING UNiTED STATES PATENT OFFICE.

WILLIAM S. BRADLEY, OF PHILADELPHIA, PENNSYLVANIA.

GUARD-RAIL FOR STREET-CARS.

$PEGIFICATION forming part of Letters Patent No. 704,432, dated July 8, 1902.

Application filed May 8, 1902. Serial No. 106,380. (No model.)

To all whom, it nuty concern:

Be itknown that 1, WILLIAM S. BRADLEY, of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented a new and useful Improvement in Guard- Rails for Street-Oars, of which the following is a specification.

The object of my invention is to provide a guard for the sides of such conveyances as open trolley-cars, which guard may be adjusted when not in use beneath the body of the car or when desired may be turned outwardly and raised to a position above the level of the seat to act as a guard to prevent passengers getting on or off on that side of the car, and thereby securing safety to the passengers from cars passing in the opposite direction.

My invention consists in the novel construction and arrangement of the parts for adj usting the guard-rail, which I will now proceed to describe with reference to the drawings, in which-- Figure 1 is a side elevation of the same applied to the side of an open trolley-car. Fig. 2 is an edge View of the same with the running-board, the floor of the car, and the guard rail in section. Fig. 3 is a detail plan view; and Figs. 4 and 5 are details, the part shown in the latter view being enlarged.

In the drawings, a represents a hand-lever, which when the guard-rail is not extended is held in a retaining clip or seat I), secured to one of the side stanchions of the car at the end of the seat by means of screws 0. This lever is fulcrumed at its lower' end upon a fixed pin d, formed on a plate, which plate is fastened by screws g to the end of the carseat. The lever is prevented from coming off this fulcrum-pin by a washer f and a nut 6. Near the fulcrum end of the hand-lever a there is jointed at j the downwardly-bent end of a connecting-bar h, the other end of which is in like manner bent downwardly and j ointed at Z to the outer end of a short crank 7t. The crank 70 is fulcrumed on a fixed pin m, formed on a plate connected by screws n to the car-seat. The outer end of the crank 70 has a pin Z, on which on one side of the crank the perforated end of connecting-bar h is placed, while on the other end of the said pin is hung an upright link 0, as shown in Fig. 3.

The lower end of this link 0 is connected to another pin, which is a part of the rack 19, and through the pin transmits its motion to the rack, which latter is guided vertically in its movement bya grooved retainers. This rackguide and retainer is secured to the lower end of a hanger-bar so by rivets .tt. (See Fig. at.) The movement of rack 19 is limited by the bolt to, and said rack meshes with and turns a pinion 2, formed on or rigidly connected to an arm q. As shown, this pinion is formed on a right-angular bend of the arm q, as seen in Fig; 5, and this pinionturns in the lower end of the hanger-bar w, the pinion being very small and rotating in the bearings of the hanger on the tops of its teeth. At the end of the arm (1 is secured the'guard-i'ailw,whicl1 runs horizontally along the side of the car and is supported at intervals by other arms and hanger-bars, there being, however, only one arm g at the end of the car, which has the pinion, the others being plain, as only one pinion and rack are required to turn the rail. Each hanger-bar a: is hung at its upper end on the pin 70.

The operation of my guard is as follows: When the guard-rail is not in use, it lies longitudinally beneath the side edge of the car, as seen in Figs. 1 and 2. For presenting the guard so as to make it effective for preventing passengers from getting on or alighting on that side of the car the hand-levera is disengaged from the clip and turned in the direction of the dotted arrow in Fig. 1 to the dotted position in which it is received into the clip or seat V. This movement through the bent bar h and link 0 first raises the rack 19, which, acting on the pinion, turns the arm q, and with it the guard-rail w, to the position shown in dotted lines in Fig. 2. The rack p is then stopped against further movement in its retainer-guide by striking against the bolt to, and the hanger-bar a; and the link 0 then swing upwardly about their upper cen tors, as shown by the full-line arrow, and the short crank 7t turns over one hundred and eighty degrees until the parts assume the dotted position, in which the guard-rail w is above the car-seat and acts as a bar to the passengers on that side of the car. This movement of the hand-lever a throws the pin j over and below the pin (1, so that a straight line fromj to Z- passes below the center of pin (1, and therefore locks the bar 72, so that it cannot move back again ofits own accord. When, however, the hand-lever a is turned back again by the operator from the position shown in dotted lines to the position shown in full lines, the hanger-bar 0c and link 0 are swung down with the rails, and the string, bearing guard-railw, is turnedinward toward and under the car, as seen in full lines in Fig. 2, where it rests out of the way.

In the operation of my guard-rail itwill be seen that it is first swung out from under the car by the arms g, which swing in a vertical plane transversely to the car until the rail to is outside of the hanger-bars m and links 0, and then the rail and these bars and links swing in a vertical plane parallel and longitudinally with the side of the car, the rail moving with a parallel motion, and for this purpose the rail must not be tightly gripped by the nut on the end of the arms q, but

swivels loosely thereon, and for this result (see Fig. 5) a shoulders is formed on the end of arm q and the washer and nut s bind against'the shoulder, leaving the rail it: loose and free to turn on the arm q.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. A movable guard-rail for a car combined with supporting and adjusting mechanism arranged as described to swing the rail transversely to the car when in its lower position and longitudinally to the car when in its upper position.

2. A movable guard-rail for a car combined with operative mechanism and hung upon arms hinged upon an axis parallel with the longitudinal lines of the car and arranged to swing from a position extending inwardly beneath the car-body to a position extending outwardly from the car substantially as described.

3. A movable guard for a car consisting of a rail extending parallel with the car-body,'a hinged arm supporting the same and having a rigidly-attached pinion, a vertically-adj ustable rack engaging said pinion and operative mechanism for moving the rack up and down substantially as shown and described.

4; The combination in a car; of a longitudinal guard-rail arranged beside the car, arms for supportingand swinging the same transversely to the car, a lifting-link for operating said arms and also swinging the rail longitudinally and vertically, a connecting-bar connected to said link and a hand-lever fulcrumed to the car and also to the connectingbar, said connecting-bar having its end next to the hand lever bent downwardly and adapted to pass over and below the fulcrum of the hand-lever to lock belowthe same substantially as described.

5. The combination in a car; of a longitudinal guard-rail arranged beside the same, arms for supporting and moving the guardrail transversely to the car, a lifting-link for operating said arms and also swinging the rail longitudinally and vertically, a connectingbar connecting at one end to the said link, a short crank also connected to the link at the same point and turning on a stationary axis, a hand-lever having a stationary axis and jointed to the connecting-bar, both ends of the said connecting-bar being bent down to lock substantially as described.

6. The combination in a car; of a longitudinal guard-rail arranged beside the same, arms for supporting and moving the guardrail transversely to the car, alifting-link for operating said arms and also swinging the rail longitudinally and vertically, a hangerbar forming at its lower end a guide for the connection of the link and swinging arm, a connecting-bar connecting at one end to said link, a short crank also connected to the link at the same point and turning on a stationary axis, a hand-lever having a stationary axis and jointed to the connecting-bar, both ends of said connecting-bar being bent down to lock substantially as described.

7. The combination in a car; of a longitudinal guard-rail arranged beside the same, arms for supporting and moving the guardrail transversely, one of said arms having a rigidly-connected pinion, a vertically-sliding rack meshing with such pinion, a hanger-bar having a guide at its lower end for the rack, a lifting-link connected to the rack, a connecting-bar jointed to the top of the link, a short crank also connected to the link at the same point and turning on astationary axis, a hand-lever having a stationary axis and jointed to the connecting-bar, both ends of said connecting-bar being bent down to lock substantially as described.

WILLIAM S. BRADLEY.

Witnesses:

S. A. EVANS, WM. N. BRADLEY.

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