US594434A - Car-fender - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1.

E. SHERWOOD.

GAR FENDER.

No. 594,434. Pat ented NOV. 30,1897.

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@i iiii PatentedNov.

E. SHERWOOD.

OAR FENDER.

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E. SHERWOOD.

v OAR FENDER. I No. 594,434. Patented Nov. 30, 189 7.

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PATENT FFlCE.

EARL SHERWOOD, or BROOKLYN, NEW YORK.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 594,434, dated November 30, 1897.

Application filedMarch 9, 1897;- SrialNo-626fi45. (Nd model.) c

To all whom/it may concern:

Be it known that I, EARL SHER OOD, a citizen of the United States,"residing at Brooklyn, in the county of Kings and State of New York, have invented anew and useful Oar- Fender, of which the followingis a specification. Thisinvention relates to improvements in car-fenders.

The object of the present invention is to improve the construction of car-fenders and to provide one which will be normally arranged at a sufficient distance above a track to clear the same and which when it comes in contact with a person will be tripped and dropped upon the track in position for catching hi1n ;-and, furthermore, the invention has for its object to provide an automaticallyoperating scoop or wheel-guard and to render the car-fender proper upwardly yielding and adapted, should the feet of a person pass beneath the fender, to slide over him without inflictin g any injury, in order that the person may be caught by the wheel-guard, and thereby avoid any liability of injuring the person through employing a fender which is rigid at the bottom and which is liable to drag a person should his feet get caught beneath the same.

A further object of the invention is to provide a car-fender which, together with the wheel-guard or scoop, may be set and tripped and the fender folded against thedashboard of the car by a motorman without necessitating his leaving his posit-ion on the platform.

Another object of the invention is to enable the fender to be readily transferred from one end ofa car to the other without necessitating any adjustment of the'operating mechanism and to improve the construction of the latter, so that it may be made sufficiently simple, strong, and durable, so as not to be liable to get out oforder or become broken.

It is also an object of the invention to enable the fender and wheel-guard or scoop to be used-togetheror independently, as desired, without necessitating anyalteration in the construction of the operating mechanism.

The invention consists in the construction and novel combination and arrangement of parts, as hereinafter fully described, illus- ,view of the same, the car-fender being set and in position for automatic operation. Fig. 3 is a reverse plan view of the same. Fig. 4

'is a longitudinal sectional view, the fender and the wheel-guard'of SCO P being tripped. Fig. 5 is a transverse sectional View on line 5 5 of Fig. 2. Fig. 6 is a detail perspective view of the wheel-guard or scoop. Fig. 7 is a similar view of the oscillating operating frame or gate. Figs. 8 and 9 are detail perspective views illustrating the construction of the hinge-joint of the fender-frame.

Like numerals of reference designate corresponding parts in the several figures of the drawings.

1 designates a car-fender detachablymounted on a car 2 by means of hooks 3, mounted on the back of the fender at opposite sides thereof and engaging eyes of irons 4, which project from the end of the car and which form fulc'rums for the fender when the latter is tilted bodily to drop it upon the track to the position illustrated in Fig. 4 of the accompanying drawings or to raise the fender to the position illustrated in Fig. 2 of the accompanying drawings, so that it will be clear of the track.

The-fender is provided with an inwardly or rearwardly extending arm 5, consisting, preferably, of a V-shaped piece of rod metal and having its end portion 6 curved downwardly slightly and loosely arranged between horizontal rods 7 and 8 of a transversely-dis posed operating frame or gate 9, which is hinged or pivoted at its top at 10 to the car in any suitable manner. This arm or loop 5, which is rigid with the fender, is loosely arranged in the opening formed. by the transverse rods 7 and 8 and is adapted to slide readily therefrom when the fender is unhooked from the car to transfer it to the other end of the same, and in attaching it to the car it is connected with the operating frame or gate by simply introducing the arm or loop 5 into the opening between the rods 7 and 8.

trated in the accompanying drawings, and

The oscillating frame or gate, which operates the fender to set and release the same and which is also adapted to operate a wheelguard or scoop 10 simultaneously, is substantially rectangular and consists of parallel side bars, the said horizontal rods 7and 8, which are located at the bottom of the frame or gate, and an upper horizontal rod ll,whieh is located at a point between the ends of the side bars, as illustrated in Figs. 2 and 4 of the accompanying drawings.

The lower ends of the side bars of the frame or gate are bent forward or outward and are slightly inclined when the body portions of the side bars are vertical, as shown in Fig. 2, and this, together with the downward curving of the end of the arm or loop 5, causes the fender to tilt bodily, as before explained, when the frame or gate is oscillated. lVhen the frame or gate is swung inward or rearward, the end of the arm or loop 5 is lifted and the ear-fender is tilted downward and dropped upon the track, and a reverse movement of the operating frame or gate lifts the ear-fender by depressing the end of the arm or loop 5.

The upper rod 11 of the operating frame or gate engages a pair of forwardly or outwardly extending arms 12 of the scoop or wheel-guard 10, which is pivotally connected with the ear 2 by upwardly-extending arms 13, and the latter project from the top of the wheel-guard or scoop at the front thereof and are provided with two or more perforations for the reception of the pivots 14 and 15, in order to enable the said wheel-guard or scoop to be adjusted so that it will hang properly. The arms 12, which are slightlyeurved, as shown, are positively swung upward by a spiral spring 16 when the operating frame or gate is swung rearward to drop the wheel-guard or scoop to the track. The upper horizontal rod 11 engages the upper faces of the arms 12 and holds the wheel-guard or scoop 10 positively elevated, as illustrated in Fig. 2 of the accompanying drawings; but instead of employing the spring 16, which is attached to the carframe and to one of the arms 12, the weight of the wheel-guard or scoop may be relied on to swing it downward to the track as the upwardly-extending arms are inclined, when the wheel-guard or scoop is set or elevated, and the tendency of the same is to swing downward. The spring, however, is advantageous, as it produces a rapid downward movement of the wheel-guard or scoop and maintains the same in its lowered position and prevents it from being accidentally jarred or thrown upward by encountering any slight obstruction or inequality of the road-bed.

The scoop or wheel-guard, which is curved and substantially semieylindrical, may be constructed of any suitable material and preferably consists of a body of netting of woven wire or other material and a supporting-frame arranged at the front and side edges of the Scoop or wheel-guard. The supporting-frame consists of rod metal or other suitable material, and the arms 12 are preferably formed integral with the same, being slightly inwardly offset from the ends of the guard or scoop. An elastic shoe 17 is arranged at the front of the wheel-guard or scoop and is mounted on the transverse portion of the supporting-frame, and this elastic shoe, which is located at the bottom of the wheel-guard or scoop, enables the same to slide over the roadbed and cushions it.

The upwardly-extending arms 13 of the wheel-guard or scoop are preferably arranged in the space between the longitudinal sills or beams at the sides of the car-frame, and the pivot 14: projects partially across the space at one side of the car in order that the adjacent arm 13 may be readily disengaged from it when the pivot 15 at the opposite side of the car is withdrawn to release the wheelguard or scoop at that end. \Yhen the wheelguard or scoop is disengaged from the pivots l4 and 15, the arms 12 maybe readily disengaged from the horizontal rod 11 of the operating gate or frame and the spring 16 may be readily unhooked from the arm 12. The arms 12 are provided at their terminals with upwardly-extending stops 18, which engage the rod 11 at the front side thereof and limit the forward swing of the gate or frame to prevent the arms 12 from becoming disengaged therefrom should the wheel-guard or scoop be used independently of the ear-fender.

The carfender and the wheel-guard or scoop are adapted to be tripped automatically or by hand, and to accomplish the former result a rectangular trip-frame 19 extends in front of the car-fender in position to be moved rearward by a person or other object on the track, and it is connected at the inner ends of its sides to the side bars of the operating frame or gate, whereby when it is moved inward or rearward it will carry the operating frame or gate with it, and thereby swing the fender and the wheel-guard or scoop downward simultaneously to the position indicated in Fig. 4 of the accompanying drawings.

The trip-frame, which is supported bylatorally-extending rests 20 of the ear-fender, has its sides composed of two sections eonneeted at their adjacent terminals by a pivot or hinge joint 21, for the purpose hereinafter described, and the rear sections 22 converge inwardly or rearwardly and are pivoted to the side bars of the frame or gate at a point between the horizontal rods 7 and 11, two or more perforations being provided to enable the trip-frame to be adjusted to obtain the proper swing or throw of the gate or frame. The inner or rear sections 22 of the trip-frame are supported by flexible hanger 23, consisting, preferably, of chains depending from the platform of the car and provided at their lower terminals with enlarged links or stirrups.

The car-fenderand the wheel-guard or seoo p are set and released by hand without necessitating the motorman leaving the platform by means of a lever 24, fulcrumed between its ends on the car and having its lower arm ex tending beneath the same and connected with the upper rod -11 of the gate or frame by a link 26, which is pivoted at its front end to the bottom of the lever and which is provided at its inner or rear end with a clip for engaging the rod 11, said clip being preferably formed by bending the'rear end of the link 26 on itself, as shown, and perforating the same for the reception of a bolt or other suitable fastening device.

The operating-lever 24, which is arranged within easy reach of the motorman and which is adapted to be conveniently operated by hand, can be thrown forward by the foot or knee of the motorman and is provided at its lower end with two or more perforations to adjust the link 26, so that the frame or gate will be oscillated to the proper extent.

The car-fender 1 is supported by a frame which is composed of an upright back portion 27 and a substantially horizontally-disposed portion 28, extending outward from the bottom of the upright portion 27 and hinged'to the same in order to swing upward, as illustrated in dotted lines in Fig. 2 of the accompanying drawings, to fold the car-fender against the front of the, car, and when the car-fender is folded against the front of the car the trip-frame is also swung upward and is supported by hooks 29, mounted on the car and receiving the transverse front portion of the trip-frame. The car-fender is provided at its top with a hook 30, which engages over the front of the horizontal section of" the supporting-frame when the same is swung upward.

The body portion of the car-fender is composed of a back section 31, a bottom section 32, and an intermediate section 33,0f netting or other suitable material, woven-wire netting being preferred, and the sections of netting are supported by transverse rods 34 and 35, carried by the sections or members of the supporting-frame and connecting the sides thereof, as clearly illustrated in Fig. 1 of the accompanying drawings. The rod 34, which is mounted on the back section or member of the supporting-frame, is located at a point above the draft mechanism of the car, and

when the hinged portion of the car-fender is swung upward, the rod 35 is carried to a position opposite the rod 34 in order to be out of the way of the coupling devices. The intermediate section 33, which is located at the joint of the car-fender, is flexible and may be constructed of spirally-woven wire-netting, and when the car-fender is folded it may be readily looped up over the draft mechanism to avoid interfering with the coupling of two cars. This construction will enable-two cars to be coupled without removing the car-fender.

The vertical or back section is connected with the bottom section or member by staychains 36, which hold the sections of the supporting-frame normally at right angles to each other, and the swing of the bottom of the fender is limited by stops 37 and 38, located in vided with braces 40 and 41, extending from the sides of the sections or members to the transverse rods or bars 34 and 35, and the V- shaped arm or loop 5is supported by curved braces 42, extending from the back of the fender-frame to the sides of the arm or loop. The front of the fender is provided with a spirally-coiled elastic shoe 43, and a chain 44, which is connected with the front of the hinged.bottom of the fender, extends to the top of the dashboard of the car, so that the motorman can fold the fender when desired.

The bottom of the fender is capable of swinging upward freely in order that it may pass over a person readily without inflicting any injury, so that a person, should he get beneath the fender, will not be hurt by the same, but will be caught by the wheel-guard or scoop.

It will be seen that the car-fender and the wheel-guard or scoop are connected directly with the operating frame or gate in such a manner that the parts may be constructed of rod metal or other stout material and that the fender and the wheel-guard or scoop will be simultaneously operated. It will also be seen that the car-fender and the wheel-guard or scoop may be used together or separately, and that the operating mechanism is such that it willpermit either of those parts to be readily connected with and disengaged from the operating gate or frame, and that the car-fender may be quickly transferred from one end of a car to the other without necessitating any manipulation of the operating devices. Also it will be clear that the car-fender and the wheel-guard or scoop may beset and released both automatically and by hand and that the fender may be folded against the dashboard of the car without necessitating the motorman leaving his position on the platform.

I desire it to be understood that changes in the form, proportion, and minor details of construction may be resorted to without departing from the spirit or sacrificing any of the advantages of this invention.

What I claim is v 1. In a device of the class described, the combination with a car, of a car-fender fulcrumed thereon and adapted to be tilted up and down to raise it from and lower it to a track, and a wheel-guard or scoop pivotally connected with the car and adapted to swing up and down to raise and lower it from the track, and an oscillating operating-gate engaging both the fender and the wheel-guard or scoop and adapted when swung to raise and lower the same simultaneously, substan tially as described.

2. In a device of the class described, the combination with a car, of a tilting car-fender adapted to be lifted from and dropped to the track, a pivoted wheel-guard or scoop located in rear of the car-fender, an oscillating operating-gate engaging the fender and the wheel-guard or scoop and adapted to raise and lower the same simultaneously when it is swung outward and inward, a trip-frame extending in front of the fender, connected with the gate and adapted to be reeiprocated to trip the fender and the wheel-guard or scoop, and an operating-lever connected with the gate and adapted to oscillate the same, substantially as described.

3. In a device of the class described, the combination with a car, of a tilting car-fender detachably mounted on the car and provided with a rearwardly-extendin g arm, an OS- cillatin g gate or frame mounted on the cara-nd provided with an opening receiving the said arm whereby when it is oscillated it will raise and lower the arm to tilt the car=fender, and operating mechanism connected with and adapted to actuate the gate or frame, sub

stantially as described.

4. In a device of the class described, the combination with a car, of a tilting car-fern der provided with a rigid rearwardly-extending arm having its rear portion bent downward, the wheel-guard or scoop pivotally suspended from the car and provided with a forwardly-extendin g arm, an oscillating gate engaging both of said arms and adapted to raise and lower the same, and means for operating the gate, substantially as described.

5. In a device of the class described, the combination with a car, of a depending operating-frame having its lower portion bent outward and provided with lower horizontal rods 7 and S and an upper rod 11, a tilting carfender mounted on the car and provided with a rearwardly-extending arm arranged in the space between the rods 7 and 8 and having its rear portion bent downward, and the piv otally-mounted wheel-guard or scoop provided with a forwardly-extending arm engaged by the upper rod 11, substantially as described.

6. In a device of the class described, the combination with a car, of a depending operating-frame having its lower portion bent outward and provided with lower horizontal rods 7 and S and an upper rod 11, a tilting carfender detachably fulcrumed on the car and provided with a rigid rearwardly-extending 5 5 V-shaped arm or loop arranged between the rods 7 and 8, and the pivotallymounted wheel-guard or scoop provided with forwardlyextending arms engaging under the rod 11, substantially as described.

7. In a device of the class described, the combination with a car, of a depending operating-frame having a transverse rod, apivotally-mounted wheel-guard or scoop having forwardly-extending arms engaging under the transverse rod and provided at their ends with stops to limit the swing of the frame, a spring connected with one of the arms in advance of the pivotal point and adapted to throw the wheel-guard or scoop downward and maintain it in such position when the frame is swung rearward, and means for operating the frame, substantially as described.

8. In a device of the class described, the combination with a car, of a ear-fender fulerumed thereon and adapted to tilt bodily and having a hinged bottom portion capable of swinging upward freely, a wheel-guard or scoop pivotally mounted in rear of the carfender, a swinging gate or frame engaging the fender and the wheel-guard or scoop, and a reciprocating trip-frame extending in advance of the car-fender and connected with the gate or frame, the sides of the trip-frame being composed of two sections hinged together, substantially as described.

9. In a device of the class described, the combination of a fender-supporting frame comprising a substantially vertical back portion provided with a transverse rod 34: and a hinged bottom portion having a transverse rod 35, and the body portion of the fender composed of a vertical back section, a horizontal bot-tom section and a flexible intermediate section disposed at an inclination and extending downward from the lower edge of the back section to. the rear edge of the bottom section and adapted when the bottom section is swung upward to be lifted clear of the draft mechanism, substantially as described.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

EARL SIIERIVOOD.

\Vitnesses:

J OHN H. SIGGERS, ROBERT E. ORUMP.

IOO

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