US584930A - fuller - Google Patents

Description

(No Model.) 2 SheetsSheet 1 A. W. FULLER.

SAFETY DEVICE FOR STREET RAILWAY CARS.

Tl GI Patented June 22,1897.

Wrmz 55125- INVENTU R- PETERS mmxum (No Model.) 2 Sheets-Sheet 2.

A. W. FULLER. SAFETY DEVICE FOR STREET RAILWAY CARS.

No. 584,930. Patented June 22, 1897.

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PHILLIPS, OF

SAME PLACE.

SAFETY DEVICE FOR STREET-RAILWAY CARS.

SPECIFICATION forming part of Letters Patent No. 584,930, dated June 22, 1897.

Application filed July 12, 1892.

To all whom it may concern.-

Be it known that I, ALBERT W. FULLER, a citizen of the United States, and a resident of Lynn, in the county of- Essex and Commonwealth of Massachusetts, have invented a new and useful Safety Device for Street Railway Cars, of which the following is a specification.

My invention is especially adapted for use upon street-railway cars driven by electricity as amotive power; but the electrical features thereof maybe omitted and the same applied to cars driven by any form of motive power.

My invention consists of a swinging frame supported below the car, brake-shoes supported adjacent to the wheel, and mechanism set in operation by a backward movement of said frame acting to bring said brake-shoes in contact with the wheel.

My invention further consists of a device for preventing the swinging frame from bein g brought in contact with the track or roadbed by the tilting motion of the car, and of a device for automatically shutting off the current from the motor, of a scoop or buffer carried by said shoes, and of the devices and combination of devices hereinafter specifically set forth and claimed.

The object of my invention is to provide an attachment for street-railway cars operating automatically to prevent loss of life or injury to foot-passengers, and, further, to provide an attachment under the control of the motorneer or driver for bringing the car to a sudden stop to avoid collision with vehicles or other cars.

My invention is illustrated by the drawings herewith submitted, in which- Figure 1 is a side elevation of a car equipped with my improved safety device. Fig. 2 is an end view of same. Fig. 3 is a reverse plane View of a portion thereof. Fig. 4 is a reversed side View of a portion thereof. Fig. 5 is a detailed View of a portion thereof.

Similar letters and figures of reference refer to similar parts throughout the several views.

- Referring to the drawings, F represents a swinging frame, which may be pivoted or otherwise suitably secured to the bottom of the car A to allow a swinging motion, but which,

Serial No. 439,788. (No model.)

with reference to another part of my invention, I prefer to secure to the car as follows: To the revoluble rod 1, extending across the bottom of the car, ornearly so, and mounted in suitable bearings therein, are rigidly secured the rods 2 2, which extend into suitable sleeves in the frame F, in which they are free to slide, the frame F being supported thereon,as hereinafter described. The frame F is thus free to swing with the rods 2 2 and also to be raised and lowered along the same.

I do not Wish to limit my invention to the above-described device, as with any device which allows the motions of the frame as above described substantially the same results can be accomplished.

In the arrangement of my invention shown in the drawings a rotary rod 4 is mounted in suitable bearings secured to the bottom of 7c the car in front of the rod 1. The rod 4 carries, preferably centrally placed, or nearly so, thereon, a notched wheel 5, (see Figs. 3 and' 4,) the notch in which is adapted to engage with the latch 3 upon the rod 1, thus preventing the rearward rotation of the rod 4, the notch in said wheel being preferably constructed, as shown in the drawings, so that the latch may be easily thrown out of engagement by the rotation of the rod 1, and the arrangement of the latch 3 is preferably as there shown, so that pressure of the latch by the rearward rotation of the rod 4t will have no tendency to cause a rotation of the rod 1.

Upon each side of the wheel 5 the rod 4 carries the sheaves or drums 66, rigidly secured thereto and revoluble therewith. The shoes S S and connecting and bracing bar 7 are supported adjacent to the wheel of the car, 0 substantially as shown in Fig. 1, by the supporting-lines 8 8, which may be of any desired material, provided sufficient flexibility is obtained. The respective supporting-lines 8 8 are secured to the bottom of the car or other suitable support and passed down to the shoes S S, to which they are secured, and then pass over the respective sheaves 6 6 and are also secured thereto, so that they are wound about the same by the rotation of the Ioo rod 4.

Secured to the shoes S S and to some fixed part of the apparatus, preferably to the truck, are the springs O G, the tendency of the springs C being to bring the shoes S S in contact with the wheels, unwinding the supporting-lines from the drums or sheaves ti (3 and rcarwardly rotatin the rod 4-.

The shoes S S carry on their forward ends, extending from one to the other, the buffer or scoop ll, which may be any desired shape and when the shoes are in contact with the wheels (see Fig. 4) acts to prevent any object upon the track from passing under the car, being in contact, or nearly so, with the roadbed or track.

I prefer to construct the shoes S S in the form substantially as shown in the drawings, having the rearwardly-extcnding projections 20, so that the wheel rides up onto the shoe when brought in contact therewith, the shoe forming a drag between the wheel and the track. (See Fig. In this way I secure a quick or stoppage of the car than by any other form of brake.

I prevent the frame 1* from being brought in contact with the track or road-bed by the tilting motion of the car by the following mechanism: Near the opposite end of the car from the frame F, I place a pair of belllevers D D, (see Figs. 1 and 5,) pivoted at their angles to the bottom of the car and respectively having one of their arms connected with the truck and the other by suitable flexible connections 110 lit) with the frame F, the connections 3t) preferably passing over friction-rolls 40 IO, journaled in suitable supports above the frame F.

By this device when the end of the car carrying the frame is depressed by the tilting motion of the car, the opposite end being elevated, the arm of the bell-lever secured to the truck is depressed, and the other arm being thrown back the frame I is raised along the rods 2 2.

The mechanism above described may be so arranged by varying thelength of the connection between the bell-levers and the frame that the frame If may be kept at any desired distance above the track, which will remain constant during the tilting motion of the car. In order to automatically cut off the current, I place in circuit between the rheostat and the motor a luiifeswitch, so called, one blade 10 of which is secured to the car-bottom and the other ll carried. by the wheel \Vhen the apparatus is in the position shown by Fig. l, the switch is arranged to be closed, but upon any rotation of the rod t the switch opens and the current is shut off from the motor. My safety device is placed under the control of the motorneer or driver by the following device: A spring-supported bolt T extends through the platform of the car immediately above the latch 3, which when dopressed throws the latch 3 out of engagement with the notched wheel 5 and leaves the rod 4- free to rotate. The description of the device for the other end of the car is the same as that heretofore given. One end of the rod 4; extends outside of its bearings and is rectangular in cross-section, so that a crank or lever may be placed thereon to wind up the lines 8 S.

The operation of my invention is as follows: The apparatus being in the position shown in Fig. 1, an obstacle upon the track coming in contact with the frame F the latch 3 is thrown out of engagement with the notched wheel 5 and the rod 4; allowed to retate rearwardly. The weight of the shoes and the springs O C act to unwind the lines 8 8, opening the knife-switch and shutting off the current from the motor and bringing the brakeshoes S S in contact with the wheels and dropping the buffer 13 in contact, or nearly so, with the track or road-bed. The buffer 13 acts to catch the obstacle and holds it until it can be removed from the track. The depression of the bolt T by the motorneer aceomplishes the same result. \Vhen the obstacle has been removed from the track, the apparatus can again be brought into the posit-ion shown in Fig. l by a lever applied to the rod 4. The operation of the device for preventing the frame from being brought in contact with the track or road-bed by the tilting motion of the car has already been sufficiently described.

I have in the foregoing specification described the mechanical construction of my invention, as shown in the drawings herewith submitted; butldonotconsidermyinvention limited thereto, as it is evident that many changes may be made, both in the form and arrangement of parts, without altering the principle thereofi. (2., ordinary forms of brake-shoes may be used and the form and arrangement of the levers D D altered.

It is further evident that devices and parts of devices may be omitted and a new and useful result obtained by the use of the remaining parts of my invention.

I therefore claim as my invention and do sire to secure by Letters Patent 1. A safety device for street-railway cars, consisting of a swinging frame extending below the car, a pair of brake-shoes support-ed above the track and road-bed in front of the forward wheels, a buffer or scoop extending from shoe to shoe and carried by said shoes, and mechanism set in operation by the rearward motion of the frame, acting to bring said shoes in contact with the wheels and said buffer or scoop in contact, or nearly so, with the road-bed or track, substantially as set forth, and for the purposes specified.

2. A safety device for street-railway cars, consisting of a pair of brake-shoes supported in front of the forward wheels of the car, by suitable flexible supports, rotary sheaves upon which said supports are adapted to be wound and to which the same are secured, a locking device for preventing the unwinding of said supports, a swinging frame extending below the car, the rearward motion of which releases said supports, all substantially as set forth and for the purposes specified.

3. A safety device for street-railway cars consisting of a swinging frame extending below the car, a pair of brake-shoes, and abuffer or scoop carried thereby and extending transversely from shoe to shoe, supported above the road-bed and track in front of and adjacent to the forward wheels by suitable flexible supports, a device upon which said supports are adapted to be wound and to which the same are secured, a locking device for preventing the unwinding of said supports, and a device connected with said locking device whereby the same can be thrown out and the supports released from the platform of the car, all substantially as set forth and for the purposes specified.

4. A safety device for street-railway cars, consisting of a pair of brake-shoes, supported in front of and adjacent to the forward wheels of the car by suitable flexible supports, a de vice located below the car upon which said supports are adapted to be wound and to which the same are secured, a locking device for preventing the unwinding thereof, and means for throwing out said locking device, and releasing said supports from the platform of the car, substantially as described, and for the purposes specified.

5. In a safety device for street-railway cars, the combination of the following instrumentalities, a swinging frame extending below the car, a pair of brake-shoes carrying a buffer or scoop, and supported in front of the forward wheels of the car and above the track or roadbed by suitable flexible supports, a device upon which said supports are wound,a lockin g device for preventing the unwinding thereof, a device adapted to be operated by a springsupported bolt in the platform of the car, and by the rearward motion of said frame, acting to release said supports, and a spring acting, when said supports are released, to forcibly bring said shoes in contact with the wheels, all substantially as set forth and for the purposes specified.

6. In a safety device for street-railway cars, the combination of the following instrumentalities, a swinging frame extending below the car, a pair of shoes supported in front of the forward wheel, mechanism set in operation by the rearward motion of said frame, acting to bring said shoes in contact with said wheel, and a device for preventing said frame from being brought in contact with the track or road-bed by the tilting motion of said car, all substantially as set forth and for the purposes specified.

7. In a safety device for cars, the combination with a vertically-adjustable pick-up or buffer extending across the car, means for retaining the buffer in an elevated position, comprising a yielding support extending from the buffer to at or near the front of the car, a pivoted trip, a lever located below the car and to which the support is connected, anda locking device engaging the lever and controlled by the trip, substantially as described.

8. I11 a safety device for street-railway cars, the combination of the following instrumentalities, a swinging frame extending below the car, a buffer or scoop supported above the track and road-bed, mechanism set in operation by the rearward motion of said frame acting to bring said buffer or scoop in contact, or nearly so, with the track or road-bed, and a device for preventing said frame from being brought in contact with the track or roadbed by the tilting motion of the car.

9. The combination with a car, of an adjustable bufier or scoop, an adjustable tripping device in advance of the buffer, and means for elevating the tripping device upon the depression of the forward part of the car, substantially as described.

10. The combination with an adjustable buffer and a tripping device, of a flexible support for the buffer, extending to the front of the car, a rotary shaft on which the support is wound and to which the same is secured, and a locking connection between the shaft and trip, comprising a pawl connected with the trip and a notched projection on the shaft, substantially as described.

11. A fender-trip, adapted to be raised and lowered, a device for raising and lowering the trip, said device being substantially stationary perpendicularly and connected to the trip and adapted to be automatically operated by the elevation and depression of the body of the car, as set forth.

12. A fender-trip, adapted to be raised and lowered, a device for raising and lowering the trip, said device being substantially stationary perpendicularly and connected to the trip and adapted to be automatically operated by the elevation and depression of the body of the car, as set forth.

WINFIELD S. PARTRIDGE, ALFRED MALoREY.

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