US529370A - duncker - Google Patents

Description

No Model.) W P DUNOKBR 2 Sheets-$heet 1.

CAR FENDER.

Patented Nov. 20, 1894.

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ilgcsscs W. F. DUNOKBR.

2 Sheets-Sheet 2.

CAR FENDER.

(N0 Mode1-.)

No. 529,370. Patented Nov. 20, 1894.

Unites States I PATENT @rrroa \VILLIAM F. DUNCKER, OF STEELTON, PENNSYLVANIA, ASSIGNOR TO JACOB SHAAR, OF SAME PLACE.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 529,370, dated November 20, 1894.

Application filed March 6,1894. Serial No. 502,563. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM F. DUNOKER, a citizen of the United States, residing at Steelton, in the county of Dauphin and State of Pennsylvania, have invented a new and useful Car-Fender, of which the following is a specification.

The invention relates to improvements in car fenders.

The object of the present invention is to simplify, improve and increase the efliciency of fenders for electric, cable and other motor cars, to cause the brake to be automatically applied simultaneously with the bringing of the fender in operative position, and to pro vide the fender with a track brake.

The invention consists in the construction and novel combination and arrangement of parts, hereinafter fully described, illustrated 2o in the accompanying drawings and pointed out in the claims hereto appended.

In the drawings-Figure 1 is a perspective view of a car providedwith a fender constructed in accordance with this invention shown in its lowered or operative position. Fig. 2 is a similar View, the fender being raised. Fig. 3 is a longitudinal sectional view.

Like numerals of reference indicate corresponding parts in all the figures of the draw- 0 ngs.

I designates a curved fender of any desired construction hingedly suspended from the front of a car 2, and adapted to be swung downward to bring it in operative position, 5 and designed, when not in use, to be elevated, as illustrated in Fig. 2 of the accompanying drawings, in order to be clear of the track.

The fender, which is preferably composed of transverse slats 3 and curved end-bars 4 of angle iron, is pivotally connected at the upper ends of the bars 4: at 5 with the car. It is provided with rearwardly extending connecting bars 6 having their front ends 7 pivotally attached to the end bars 4: of the fen- 5 der, and having their rear ends bifurcated to form openings or slots 8, which loosely engage a transverse brake beam 9. The brake beam is suspended in the usual manner, and carries the usual brake-shoes 10; and when the fender is lowered to bring it into operative position the connecting bars are carried rearwardly, moving with them the brake-beam, thereby forcing the brake-shoes into engagement with the wheels and automatically applying the brake. The connecting bars serve to brace the fender, when the latter isin operative position, and by having their rear ends loosely connected with the brake-beam, the fender is adapted to rise to give to any inequality of the track, or to pass over an obstruction without liability of straining or otherwise injuring the connection between it and the brake-beam.

The fender is provided at its bottom, adjacent to its ends, with brake-shoes 11 arranged to engage the track, or the rails thereof, to form a track brake to assist in retarding the forward motion of the car to effect a rapid stopping of the same. The brake-shoes 11 are attached to the end bars 4, and the connecting bars 6 are parallel, and are arranged at opposite sides of the car adjacent to the brake-shoes of the fender and the brake-beam, which is the most advantageous position for bracing and supporting the parts, and their beveled front ends rigidly engage the fender when lowered.

The fender is swung downward into operative position by a vertically disposed ratchet bar 12 operating through a slot 13 of the bottom of-the car, and provided at its top with a foot plate 14 to be engaged by the foot of the motorman,and having its lower end connected by a spiral spring 15 with an arm 16 of the fender. The ratchet bar is provided with teeth at its rear edge arranged to engage a stationary stop plate 17 for holding the fender depressed. The arm 16 extends forward and downward from the top of the fender; and the spiral spring forms a yielding connection or cushion between the arm and the ratchet bar to permit the fender to yield readily to any inequality of the track, Without injury, which might result were the parts rigidly mounted. 5

The fender is normally held elevated by springs 18 mounted on the car and engaging the fender or connected therewith.

In winter the fender may be provided with an oppositely curved flange 19, which will en- 10o able the fender to serve as a snow-plow or track cleaner; and any construction of flange may be employed for this purpose.

It will be seen that the fender is simple and comparatively inexpensive in construction, that it maybe readily applied to any ordinary construction of car, and that it is capable of being readily thrown into operative position, and of effecting a simultaneous application of the brake of the car together with an application of its track brake.

Changes in the form, proportion and the minor details of construction may be resorted to Without departing from the principle or sacrificing any of the advantages of this invention.

What I claim is- 1. The combination with a car having a transverse brake beam carrying brake-shoes, of a fender hingedly connected with and suspended from the car and located in advance of the brake-beam, and a bar extending from the fender to the brake beam, and having its front end movably connected with the former and loosely connected at its rear end to the brake-beam, substantially as and for the purpose described.

2. The combination with a car having a transverse brake-beam carrying brake-shoes, of a fender hingedly connected with and suspended from the car, and located in advance of the brake-beam, and a connecting bar having its front end pivotally attached to the fender and provided at its rear end with an I opening loosely receiving the brake-beam, substantially as described.

3. The combination with a car, of a fender hingedly connected therewith, a vertically movable ratchet bar mounted on the car means for engaging the ratchet bar and locking the same against upward movement, and a spring forming a yielding connection between the ratchet bar and the fender to permit the latter to yield to any inequalities of a track or the like, substantially as described.

4. The combination with a car, of a fender suspended therefrom and hingedly connected therewith, and provided with a forwardly extending arm, a ratchet bar mounted on the car means for engaging theratchet bar to lock the same against upward movement, and pro vided at its upper end with a foot plate, and a spiral spring interposed between the lower end of the ratchet bar and said arm and forming a yielding connection, substantially as and for the purpose described.

5. The combination with a car having a transverse brake-beam carrying brake-shoes, of a fender hingedly connected with the car and located in advance of the brake-beam, connecting bars having'their front ends pivotally attached to the fender and having their rear ends loosely connected with the brakebeam, brake-shoes arranged at the bottom of the fender, and a yielding connection between the fender and the car for holding the former depressed, 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.

VM. F. DUNOKER. WVitnesses:

JOHN H. SIeeERs, H. O. YATES.

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