US730913A - Fender for cars or other vehicles. - Google Patents

Description

PATENTE) JUNE 16, 1903.

G. HIPWOOD.

FENDER FOR CARS OR OTHER VEHICLES.

`AIIILIOAIXON FILED SEPT. 25, 1902.

N0 MODEL.

WITJEE 5 E 5 PATENTED JUNE 16, 1903.

APYPL'IoATIoN FILED SEPT'. 25, 1902.

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NO MODEL.

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No. 7.30,913.v PATENTED JUNE 16, 1903.

G. HIPWOOD.

'FENDER EUR GARS 0R OTHER VEHICLES. APPLIOATION FILED SEPT. 2'6, 1902.

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UNITED Sterns' Patented June 16, 1903.

'PATENT .OFFICEc FENDER FOR CARS OR OTHER VEHICLES.

SECIFIGATION forming part of Letters Patent No. 730,913, dated June 16, 1903.

Application filed September 25, 1902. Serial No. 124,858. (No modelJ To (t/Z wil/0m, it may concern:

Be it known that I, GEORGE HIPwooD, a lcitizen of the UnitedStates, residing in Laconia, in the county of Belknap and State of New Hampshire, have invented new and useful Improvements in Fenders' for Cars or other Vehicles, of which the followingis a speci ication.

This invention relates to fenders adapted particularly foruse on street-cars and other vehicles propelled by electricity, cable, or other power aside from horse-power, and it relates more especially to the general style or class of fender illustrated and described in Letters Patent ofthe United States granted October 31, 1893,v numbered 507,655; granted April 13, 1897, numbered 580,549; granted January 4,1898, numbered 596,592; granted September 19, 1899, numbered 633,361, and granted January 1, 1901, numbered 664,863, to which reference is made.

My present invention is intended to be an improvement over and upon the inventions described in the said Letters Patent; and it has for its principal objects to produce a fender of the type mentioned which will be simple in construction and cheaper to manufacture than the ones referredto above and which will be fully as'and even more eiiicient, to lessen the weight of the fender without injuriously affecting its strength,

and in various particulars to improve its construction and operation and adapt it to the needs and the financial resources of streetrailway companies.

The invention relates more particularly to improved connections between and making a part of the horizontal portion and the vertical or swinging portion of the fender and between the fender and its sliding support, to the means for lowering the vertical portion of the fender and for sliding both portions in folded condition under the car with the front edge of the horizontal portion suitably raised, to the releasing' of tripping mechanism, .and to other details of construction, all as fully described below and illustrated in the accompanying drawings, in whichp Figure 1 is a longitudinal central vertical section of my improved fender applied to a car, a sufcient portion of the body of which is shown to illustrate the application otthe invention. Fig. 2 is an enlarged plan taken on line A, Fig. 1. Fig. 3 is an enlarged detail view in vertical section. Fig. 4 is an enlarged detail in elevation of the locking and releasing mechanism. Fig. 5 is a section taken on line B, 4. Fig. 6 is an enlarged View, partly in side elevation and partly in' longitudinal vertical section, with the fender tion of the track.

Supporting-brackets 8, preferably angleshaped, are secured to the inner sides of the sills 2, and bolted to their horizontal portions are the vertical hangers 9, there being preferably two hangers and a corresponding number of brackets on each side of the car. These hangers support near their lower ends on opposite sides of the car the horizontal rails 10, said rails and hangers being provided with lines of holes for the purpose ot producing longitudinal and vertical adj ustment;

11 represents a frame or plate, one being located inside or next the inner surf-ace of each rail 10 and being adapted to slide with relation to and be supported by said rail by means of the rolls or wheel- s 12 and 13, supported, respectively, by the'projecting portions 14 and l5 of said supporting-plate, the said roller 12 traveling on the upper edge o1' the rail 10 and the roller 1 3 traveling next the under edge of the rail. From the upper portion of the plate l1 there extends horizontally a small steadying-pin 16, Fig. 2, which projects over the rail near its upper edge. The travel ot' these supporting-frames 11 is limited by the downwardly-extending ,stops .17, near the rear ends of the rails 10, and the upwardly-extending stops 13, near their front ends, Figs. 1, 3, and 6, said stops being approximately curved to correspond with the rolls 13 and 12.

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Rigidly secured to or integral with a down- \\'ardly-extending portion 19 of each supporting-plate 11 is the outwardly-extending horito said bars by means of a frame 27, suitably attached to the bars.v (See'Figs. 2 and 3.)

vThe bars 24 and 25, which are preferably angle-shaped, support slidingly a series of U- shaped rods 2S, whose rear ends are provided with suitable nuts 2f), whereby they are prevented from slipping outof the bar 24, whose 'front portions extend through the bar 25 and whose more extreme front portions are rigidly secured in horizontal .frames or yokes 30, which are kept normally forward by springs 31, which surround the two portions of each U-shaped rod between said frames or yokes 3() and the bar 25. Each-of these U-shaped rods supports, by means of the yoke or frame 30, a shoe 32, which is pivoted on the projecting ends 33 of said yoke or'frame. Each of these shoes is provided with suitable rollers 34, adjustably sustained therein. The shoe is held with its front edge normally down by means of springs 35, which extend up from the frame 30, and each shoe has extending rearward and upward from it a wing 3G, which is pivotally connected thereto by means of a horizontal rod 37 and is held up in the position indicated in Figs. 1 and 3 by a suitable spring 33, extending from said rod 37. The purpose of these wings is to bridge the space betwcen`the shoes and the main portion of the fender and when an object has fallen or rolled behind them upon said fender to prevent it from rolling forward on the shoes.

From the bars 23 of the main fender there project rearwardly extensions 39, Figs. 1, 3, and G, said extensions bending slightly upward from the bars 23 and each being provided with an in wardly-extending horizontal spindle 40, located at the rear of and prefer-. Loose on each ably slightly above the bar 24. said spindle is a sleeve 41, prevented from lateral movement by -a pin 42, and Aintegral with this sleeve is a web or bracket 43, which connects it with a corner-piece 44, said cornerpiece being practically a socket, from the lower portion of which there extends horizontally and inwardly a stud 45 and from the upper portion there extends the sidebar 4G, the two side bars being connected at their upper ends by the cross-bar47 and constituting, with the netting 4S, the bumper-guard orvertical and swinging portion of the fender, said netting being secured to that portion of the fender by a suitable frame 49. The sleeves 41, therefore, constitute the pivotal connection between the vertical or swinging portion of the fender and the main fender.

From each corner-piece 44 there extends rearward horizontally a cam-foot 50, Fig. 2, which rests and bearsnormally on the extension 39 beneath it, the cam-feet operating by holding down said extensions to sustain in a raised position the front end of the main portion of the fender, and hence the shoes By means of set-screws 51, which extend through the extension 39 beneath the canifeet, the height of the front end of the main fender may be regulated. A spring 52 extends under the rear bar 24 from the horizontal rod 53, to which it is secured, said rod being rigidly held at its opposite ends in the arms 2l..

The inner or free end of each stud 45 extends into a suitable hole in a cam-plate 54, said cam-plate being provided with the slot 55, broadened at its forward portion 5G with a horizontally-extending cam 57 Fi 2,which is integral with and projects inwardly from the pl ate next the rear and upper edges of the slot 55, and with a curved recess or notch 58, whereby the cam-platecan rest on the spindle 40 when the folding fender or bumper-guard is swung down upon the main fender, as shown in Fig. 6. A locking-bolt 59 extends Athrough the slot 55, slidingly through a suitable hole in the portion 19 of the plate 11, and thence normally into a notch 91, Fig. G, in an extension 90, projecting downward from the forward stop'l 1S, and a spring G0 is secured at its rearend at 6l to the rail 10, while its front end engages with the bolt 59 by means of a slot62, and is held in such engagement by a cross-pin (S3, extending through the bolt 59, and a suitable shoulder on said bolt, .said spring bearing normally on or against the cam 57. T heA cam-plate, spring, and connecting mechanism are duplicated on each side of the fender in side and next the frame or plate 11, and each said frame or plate is provided on its inner surface with a curved guidingrib 64 for limiting or guiding the movement of the cam-plate 54.

Mounted on and secured to the bumper near its forward end is a structure consisting of a base 65provided with an opening 66, elongated at 67, sides 63, front 69, rear wall 70, provided with a suitable opening at 71, and top 7 2, provided with a suitable opening 7 Mounted on the top is a forwardly-extending guard 7 4. (See Figs. 1, 3, 4, 5, and 6.) Aplate 75, somewhat of the nature of a bellcrank, is pivotally hung at 7 6 and supported by a hanger. or bracket 77, rigidly secured to and within the box or structure above described. v

At 78 a vertically-moving bolt 7 f) is pivot ally connected with the plate 75, said bolt being beveled at its upper end rearward, as shown, and extending normally up through the opening 7 3 in the top "2.

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At 8() a connecting-bar 81 is pivoted at its forward end to the plate 75, and its rear end is pivotally connected at S2 to the disk-lever 83, pivotally secured at 84 to and between ears 85, which extend up from a base 86, mounted on the platform 3. From the disklever S3 there extends forward and upward normally a pedal S7, said pedal being held in the position indicated in Figs. 1, 2, and 3 by a spring 8S, whose opposite ends are secured to the disk-lever and to the platform, which is recessed or bored for the purpose at S9. A double bail 92 93 is secured to the bar 47 of the bumper-guard or swinging fender, and a guard-chain or safety-chain 94 has one end connected with the structure for the releasing mechanism above described, while the other end is adapted to be caught over a suitable hook 95 on the bar 47.

In all the figures of the drawings except Fig. 6 the fender is in its normal positionthat is to say, extended out in front of the car, with the front end of the main or horizontal fender sufficiently raised to lift the shoes 32 off the ground and with the vertical portion or bumper-guard of the fender held up by one of the bails 93, which is caught over the bolt 79 of the tripping or releasing mechanism. The fender is locked in such position, so that it cannot be pushed back,

by means of the bolts 5 9, which extend into4 the notches 91 of the downward extensions 90 from the stops 1S, which are rigid on the stationar f rails 10. In case of an impending accident the motorman presses his foot on the pedal 87, thus rotating the disk-lever S3 against the power of the spring 8S, and by means of the link S1 rotating the plate 75,

which pulls down the bolt 79 and releases the bail 93, thus allowing the bumper-guard to swing forward and the main fender to drop onto the track, the guard-chain 94 being made long enough for the purpose. Vhen thefender is to be folded up and slid under the car, the chain 94 is detached from the hook 95, and the vertical portion or bumper-guard is folded down upon the horizontal portion of the fender. As it is thus swung down the studs 45 pull forward and down the cam-plates54 until their notched portions 58 bear on and press down the spindles 40, thus lifting thefrontof the fender, the cams 57 pressing out the forward ends of the springs GO and withdrawing the locking-bolts 59 from the notches 91. The two portions of the fender being` thus folded and released from the stationary portion of the car, they are slid together under the car into the position indicated in Fig. lVhen they are again to be put into use, they are drawn forward together as far as the stops 18 will allow and the bumper-guard or swinging portion swung up, thus allowing the springs 60 to push the bolts 59 into the notches 91,

lifting the cam-plates 54 off the spindles 40, and finally forcing up the front of the main or horizontal portion of the fender by pressing down the extensions 39 by means of the cam-feet 50.. One of the bails 92 93 is then caught over the upper end of the bolt 7 9, which is forced up by the spring 8S, and the fender is ready for use.

It will be noticed that this fender, especially in that portion which connects the horizontal main fender with the verticallyswinging fender and in the portion which connects the horizontal fender with its traveling support, I have aimed at simplicity, at economy in construction, and to reduce weight. The parts 40 and 45 do not extend across the fender, but are regarded as strong and rigid, while comparatively light. It is intended that this fender shall be an improvement over all the fenders above referred to in this specification without departing from the general principle of afender comprising two parts, one of which swings down and folds upon the other, both sliding together under the car, and by such improvement to render the fender cheaper to manufacture and more adapted to the needs of the street-railway companiesv without in any manner weakening it or impairing its efiiciency, but rather rendering the fender stronger and by reason of its few parts more durable and less liable to get out of repair.

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

1. In a fender of the character described, a substantially horizontal pivotally-supported main fender; extensions projecting rearward from said main fender near its opposite ends or sides; spindles 40 extending for a limited distance inward horizontally from said extensions; corner-pieces secured to the lower ends of the side bars of a swinging fenderor bumper-guard pivotally connected with said spindles; studs 45 extending inward horizontally from said corn er-pieces; longitudinally# movable carriages supporting the main portion of the fender; and mechanism intermediate of the said studs and the carriages whereby the swinging fender may be folded downupon the main fender, substantially as set forth.

2. In afender of the character described, a substantially horizontal pivotally-supported main fender; extensions 39 projecting rear ICO IOS

ward therefrom near its opposite ends or sides; a vertically-swinging fender or bumperguard pivotally connected at its lower edge with the rear edge of the main fender; the cam-foot 50 extending rearward from the lower portion of the swinging fender over and upon the said rearward extensions when said swinging fender is in a raised position, and thereby operating when the swinging #fender is lifted, to depress the rear portion of the main fender, and when the swinging fender is folded down upon the main fender,

to release the rear end of the main fender,

substantially as set forth.

' 3. In a fender of the character described, a substantially horizontal pivotally-supported main fender; extensions 39 projecting rearthe lower portion of the swinging fender, subriages provided with forwardly-extending .otally connected at their forward ends with carriages and the free ends of the studs, sub-y .m ental fender or bumper-guard pivotally con- .main fender; slotted cam-plates 54 provided' ward 'therefrom near its opposite. ends or sides; avertically-swinging fender; spindles 40 extending' horizontally inward forla limit ed distance from the said extensions; socketed corner-pieces 44 secured to the lower ends of the side bars of the swinging fender, and provided with the webs 43 and sleeves 4l, said sleeves pivotally connecting the cor-A ner-pieces on the swinging fender with said spindles; studs 45 extending inward for a limited distance horizontally from said corner-pieces lon gitudinally-travelin g carriages supported by the car-body and sustaining theA fender; and sliding connections between said stantially as set forth.

g 5. In a fender of the character described, a substantially horizontal pi\otallysiippo1ted` main fender; longitudinally-traveling cararms for thedirect pivotal support of said main fender; a vertically-swinging supplenected at its lower edge with the rear edge of th e with the outwardly-extending cams 57; the horizontal locking-bolts 59 extending normally through-the slots in said cam-plates and into engagement with-portions rigid with the car and springs extending from the traveling carriages, bearing against the cams, and with their free ends in engagement with said bolts and operating to press the same normally inward, said cam-plates being pivthe lower portion of the swinging fender, substantially as set forth.

(i. In a fender of the character described, a substantially horizontal pivotally-supported i main fender; lon gitudinallyutraveling carriages provided with forwardly extending arms for the direct pivotal support of said main fender; a vertically-swinging supple-4 mental fender or bumper-guard pivotally connected at its lower edge with the rear edge of l the main fender; slotted cam-plates 54 provided with the outwardly-extending cams 57; the rails 10 supported -by the car-body; the

stops 1S rigidly secured to said rails and provided with the downward notched extensions 9,0, 91; and the horizontal.locking-bolts 59 extending normally through the slots in said cam-plates and into said notched extensions, said cam-plates being4 pivotally connected at their forward ends with the lower portion of the swinging fender, substantially. as set forth.

7. In afenderof the character described, a substantially horizontal pivotally-supported main fender provided with horizontal inwardly-extending spindles 40 near the rear edge thereof; longitudinally-traveling carriages provided with forwardly-extending arms for the direct pivotal support of said fender; a vertically-swinging supplemental Afender or bumper-guard pivotally connected atits lower edge with the rear edge of the Amain fender; and the cam-plates 54 provided with the recesses 5S adapted to fit over and rest upon said spindles when the swinging fender is folded upon the main fender, said cam-plates being pivotally connected at their forward ends with the lower portion of the swinging fender, substantially as set forth. 8. In a fender of the character described, the releasing mechanism, consisting essen- Vtially of the structure comprising the `base mounted on the bumper, the side walls (SS, front wall 69, rear wall provided with a suitable opening; and top 7 2 provided with a suitable opening; the crank-plate pivotally hung in said structure; a vertically-moving bolt pivotally connected with the crank-plate and extending normally up through the top of the structure; the disk lever S3 provided with the pedal 87 held normally raised by means of a spring; and a connectin g-bar pivotally secured` at its opposite ends to said disk lever and crank-plate, substantially as set forth.

9. Inafender of the characterdescribed, in combination with the main or horizontal fender and a series yof shoes 32 heid in advance of said fender by intermediate springs; aseries of U-shaped supportingrods 28 each said U-shaped rod moving horizontally in .the main fender and supporting onits closed end one of said shoes, substantially as set forth.

In testimony whereof I have signed my name to this specication in the presence of two subscribing witnesses.

GEORGE HiPwooD.

Vtitnesses HENRY W. WILLIAMS, A. 'W. BONNEY.

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