US1025714A

US1025714A - Art of traction-vehicles.

Info

Publication number: US1025714A
Application number: US67658912A
Authority: US
Inventors: William E Paine
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-02-09
Filing date: 1912-02-09
Publication date: 1912-05-07
Anticipated expiration: 1929-05-07

Description

W. E. PAINB.

ART OF TRACTION VEHICLES.

APPLIUATIOR rum) IEBJ9, 1912.

Patented May 7, 1912.

5 SH'EETSSHEET 1.

attovn e13 W. E. PAINE.

ART OF TRACTION VEHICLES.

APPLIUATION mum FEB.9,1912,

1,025,714. L Patented May 7, 1912.

5 SHEETS-SHEET 2.

Q/vwao:

MM 3 W w. E. PAINE. ART OF TRACTION VEHICLES.

APPLICATION FILED FEB. 9, 1912.

1,025,714. Patented May 7, 1912,

5 SHEETS-SHEET 3.

% %m: a/udoz A Law W1.

y W. E. PAINE. ART OF TRACTION YEHIGLES. nruunron nun 128.), 1912.

m v 94 n 7 a i M: E ME 8 n5 m P QN r W. ELPAINE.

ART OF TRACTION VEHICLES.

APPLIOATIOH FILED P123. 9, 1912.

1,025,714. May 7, 1912.

- with traflic.

UNITED STATES PATENT OFFICE.

' WILLIAM E. rams, or NEW YORK, N. Y.

ART OF TRACTION-VEHICLES.

' Specification of Letters Patent.

Patented May a, 1912.

Application filed February 9, 1912. Serial No. 676,589.

To all whom it may concern: Be it known that 1, WILLIAM E. Panama citizen of the United States, and resident of New York, borough of Manhattan, county and State of New York, have made a new and useful Invention in the Art of Traction- -Vehicles, of which the following is a specification.

My invention is directed particularly toa novel method of and a paratus for carrying heavy loads through t j e agency of traction vehicles, and it has for its objects, first, to combine a self propelled traction vehicle having two or more wheels with a trailer in such manner as to carry all loads thereby with the ap lication of a minimum amount of-energy. gec'ond, to effect the carriage of the load with such vehicles in such manner that the center of gravity of the load shall always be actedupon bythe motive or propelling force in a strai ht line, whether the vehicle be moving in a irect line or turning at various angles in its course of procedure. Third, to provide a traction vehicle for the transmission of heavy loads in which the pull exercised by the traction part of the vehicle can be adjusted to a minimum for any grade up which it is desired to carry the load-or on a level. Fourth, to provide atraction vehicle for relatively long loads which can pass along the crowded streets of a city at all times and without interfering Fifth, toprovide a traction vehicle of relatively reatlength for conveying long and heavy oads which shall be capable of turning in the shortest possible space. Sixth, to provide a traction vehicle for use with relatively long loads which shall be capable of turning in a minimum space and in such manner that the rear wheels of the vehicle will always follow substantially in the track of the traction wheels and that the rear end of the load will not endanger, harm, or injure any person or any thing by reason of suchturn. Seventh, to provide a vehiclefor the transportation of long heavy loads in which the load will automatically adjust itself on curves so that the axial line thereof will be adjusted as the vehicle proceeds in accordance with the direction in which it proceeds and that the line of center of gravity of the load will always be in the line of transmission of least resistance to the propelling motor or source of power. Eighth, to provide a traction vehicle which will carry either relatively long loads or relatively short loads of lumber or other merchandisewithout the necessity of fastening or tying it to the vehicle in any manner.

For the transmission of loads upon wheeled vehicles it is well known that with two wheeled vehicles, where the center of gravity of the load is located in advance of the axle of the wheels which carry it and behind the source of power so that the load is relatively balanced when the driver is in his seat, the load may be drawn with a minimum amount of power; as, for instance, in V the well known hansom cab drawn by a horse, and in two wheeled trucks where the load is located as above; this because the center of gravity can be placed relatively near to the propelling power, and also because anv change of direction of the application of the power is effected with a minimum amount of resistance. In the carrying of a heavy loads, however, it has not heretofore been possible to efi'ect this relation of the, center of gravity of the load and 'the propelling power. I have discovered that this is possible by the application of self-propelled vehicles having three or more wheels and a trailer having one or more wheels, and by so arran ing and constructing the vehicle and the trailer that the major portion of the load rests upon the trailer withfthe center of gravity always in advance of the axle thereof and with the minor portion of the load resting upon the front or propelling vehicle, and at such a point in advance of thetraction wheel or wheels that there shall be a suflicient gravitating efi'ect to furnish the necessary traction. by furnishing rotatable means, in the nature of a turn table or equivalent device to the have discovered also that trailer and with means for effecting certain adjustments which I will hereinafter describe, I can carry any load having any weight or length, dependent upon the carrying strength and power of. the vehicle, and with a minimum application of power, and can so control the movement of the entirev vehicle that the center of gravity of the load shall always follow with relative accuracy in direct alinement with the point of application of power and thereby accomplish the results hereinbefore mentioned as coming within the terms of the objects of my invention.'

In the use of four-wheeled traction vehicles for carrying relatively heavy loads 3 drawn by horse or any other source of power I located ahead of the vehicle, the power required depends upon two conditions; namely, the distance of the application of power from the center of gravity of the load, and the direction in which the vehicle may at all times move, the line of least resistance being offered to the vehicle when moving in a straight directionand all of the wheels are rolling straight ahead, the

line of greatest resistance being that in which the vehicle is moving when turning to the right or lefta maximum at 45; that is to say, this resistance is equal to the tangent of the angle of movement. This is because the axles of the rear wheels which carry generally the major portion of the load offer at that time a maximum endthrust, which end thrust diminishes in amount as the front wheels pass from 45 to 90, atwhich time there is again required a minimum amount of power because the entire motion of all of the wheels is a rolling motion, the steeringwheels having a forward motion and that of the traction wheels a rotary motion which has a center of rotation at the center of the rear axle.

My invention, therefore, contemplates also the adjustment of the relative angular relation of the several wheels of the vehicle, such that when the steering wheels reach the maximum angle of deviation the wheels of the trailer shall alwayshave alike reverse angular position so that the traction wheels are the relative center about which the vehicle may turn and the friction oflered to the application of power is found to be, when the vehicle is constructed and adjusted properly, such that the power required to transmit the load is due solely to rolling motion and does not involve the wasted application dueto thrust action as-l have before pointed out, a condition of afiairs which is not found in any existing vehicle known to me, adapted to transmit heavy loads.

For a complete understanding of the invention, such as will enable others skilled in the art to construct and use the same and practice the method of such use, reference is had to the accompanying drawings, in which,

Figure 1 is a side elevational view of my complete apparatus; Fig. 2 is a plan View thereof as seen looking at Fig. 1 from the top toward the bottom of the drawings; Fig. 3 is an enlarged plan view of the rear end of the chassis of the traction engine or motorvehicle anda portion of the double traction wheels on the left with a complete plan view of the trailer, and my method of connecting it to theinotor vehicle. Fig. 4 is an enlarged end view as seen lookingat Fig. 3 from right to left upon the supposition that the traction engine has beendisconnected. Fig. 5 is a detail sectional view taken through the body part of the bolster showinsane of the turn table, showing the manner of connecting them to their respective supporting parts. Fig. 8 is an enlarged planvlew of that portion of the mechanism which supports the minimum part of the load upon the 'm otor vehicle; and permits of the lateral shifting thereof. Fig. 9 is an enlarged de tail plan view of a modified form of the same part, a portion of the load being shown thereon. F 10 is a sectional View taken through Fig. 9 on the line X-X, as seen looking thereat in the direction of the arrows. Fig. 11 is a similar sectional view taken through Fig. 9 on the line Y-Y as seen looking from right to left in the direction of the arrows. Fig. 12 is'a plan View of the rear or skeleton end of the motor vehicle and a modified form of my invention showing the application of a different means of regulating the movement of the load upon the entire vehicle. Fig. 13 is a sec tional view taken through Fig. 12 as seen looking thereat in the direction of the arrows. Fig. 14 is asectional view of a pulley designed to take. two or more coils of operating cord or chain shown in Figs. 12 and 13 when it is desired to lengthen or'shorten such cord or chain.

Referring now to the drawings in detail I in which like letters and numerals of reference represent like parts wherever used, A represents any well known form of motor truck or vehicle provided with traction wheels T having flexible tires and steering wheels S. This vehicle is sufficiently strong in all of its parts to support upon the trac tion wheels very heavy loads, and B represents a trailer with two wheels N, W made of unusual strength and provided with broad tread steel tires.

1 represents the bed of platform securely fastened to the motor vehicle in the usual manner and of proper width to support the load it is required to carry.

2 represents a bed or platform on the trailer or a bolster for the trailer.

3 represents a pivoted reach designed to connect the trailer to the chassis, as will be describedlater on. 7

4 (see Figs. 4 and 5) represents'a rotary bolster for the trailer wheels and 5 the upper rotary part of a turn table secured to the bolster by 'U-bolts 6, 6 and cross bars 7, 7, extending above the bolster and also by

braces

8, 8, holes in the turn table, 4, 6 and 7.

9 represents a king-bolt which is passed through the center of therotary bolster 4 and seated with its head counter-sunk in as illustrated in Figs.

- .four'longitudinal bars'll, 11, 11, 11 supported in turn by two iron cross bars 12 parallel with the axis of the trailer and are provided with horizontal flanges 13 and three lugs or ears 14 to which the end springs-15 are attached, and they in turn areconnected tothe axle 18 by three strong U-bolts 16, 16, 16 and

metalcross plate

17, 17, l7 so that the .arts when connected as described have su cient strength to carry any load it may be desired to place upon the axle 18' and steel tired wheels W, W. The two central

longitudinal bars

11, 11 are of greater length than the two outside bars, for the purpose of forming a pivot-ed supporting box for the reach 3. This box is formed of two pairsof parallel cross bars 22 which are secured-directly to the outer ends of the two central

longitudinal bars

11, 11 and on both sides thereof. The rear end of this reach 3 is rovided with

slots

23, 24. being a'pivot b0 t for pivoting the same to the outer pair of cross bars 22.

25 are iron adjusting screws secured through iron cleats bolted to the outer side .of the longitudinal bars 11 and extending linward a definite distance in the box and provided with set-nuts for firmly securing them in place; their function, together with blocks secured between the outer pair of cross bars 22, being to limit the rotation of the trailer, a space 8 of practically one inch being shown on each side of the vibrating reach. 26 is abolt carried by the reach 3 in the rear end of the same and adapted to play through two slots 23 in the rear cross bars 22.

27, 27, 27 are holes in the reach, the three upon t-heleft for adjusting itlongitudinally 1 with a bolt 28 extending through the reach and through a cross bar 29 in the rear end "the bolt'28 placed inthe sing e of the chassis frame 30, a' second crossbar being shown in advance for housing the reach when the latteri's drawn forward and 27 which causes the trailer to assume a relatively close position to the motor vehicle,v

thereby preventing boys or persons generally from attempting. to ride upon the reach.

31, 31 are pivoted eyes located on the for- 11 for carrying the lower endsof the two guiding chains 32, located respectively on o posite sides, which are adapted to assume elther one of two positions by connecting them to hooks 33 in the forward cross bar 12, or by connecting them'in a taut extendcentral hole ing condition to

stationary eyes

34, 34 on the rotary bolster4l 35 are metallic sleeves formed byU-bolts on the ends of the bolster 4 for receiving load'holding rungs 36, 36 (see Figs. 1 and 4).

37 (see Fig. 8) is a steel anti-friction rolle" adapted to permit the load to be shifted laterally and is preferably about 4 inches in diameter. vThis roller is journaled in three journal bearings 38 carried by the bed or platform 1 of the motor truck A and preferably about the width thereof. This roller, in my invention, performs the very essential feature of permitting of the shifting or adjusting of the load from right to left in accordance with the direction the vehicle is moving and it is the function of the same to do this with relatively little friction.

-A modified and preferred form of means for supporting and shifting or adjusting the load, on the motor vehicle with as little friction as possible is shown in Figs. 1, 2, 9, 10 and 11, in which 39 represents a curved grooved run-way secured to the bed or plat-' form in any preferred manner and having a radius preferably equal to the distance from a point in front of'and above the traction wheels T to a point slightly in front of the rotary bolster 4 of the trailer B.

40 represents a series of ball bearings adapted to run in said run-way and 41 a relatively thin spacing device for maintain ing them at a constant distance from each other, 42, 42 (see Fig. 9) being two slots in the opposite ends of said spacer, and 43, 43 bolts for holding it in relatively loose position with relation to the ball bearings, the object of this part of the device being to afford relatively little friction to the lateral shifting of the load and move with the ball bearings and keep them properly spaced.

44 (see Fig. 10) represents a floor which is designed tobe located under the front of the load and upon the ball bearings 40. When the vehicle is used for transporting bales, barrels, or other heavy goods in bulk the king bolt 9 (Fig. 5) is preferably extended through the rear end of this floor, so that it will move with the load and have siifiicient friction to hold the rear end of the load from moving. When transporting lumber or heavy timbers of squared form affording a flat surface on the under side this floor need not be used, as illustrated in Fig. 1.

45, 45 are two flat strengthening bars running lengthwise and underneath the two central

longitudinal bars

11, 11, and designed to greatly strengthen the structure,

being connected to the lower part of the describe a modified form of means for effecting the angular adjustment of the trailer and its wheels in which the upper part of the turn table is provided with a groove 46 extending entirely around the outer surface thereof, thus making it in elfect a bull-wheel, and 47 is a wire cable or chain, 48 being a turn buckle for connecting the same to a pulley 49.journaled in the rear end of the frame of the chassis upon a cross bar 50.

51, 51, 51, 51 are. four friction pulleys, two journaled in the rear end of the chassis frame and two in the front end of the trailer frame, the function of these several pulleys, together with the bull wheel, being to effect the adjustment of the upper part of the turn table and hence the angular adjustment of the load with as little friction as possible, as will be described in connection with the description of the mode of operation.

I will now describe the mode of operation of my improved apparatus by first referring to Figs. 1, 2, 9, 10 and 11, in which there is shown in Figs. 1 and 9, a plurality of rela tively ,heavy squared timbers upon the vehicle, constituting the load L, and ready for transportation. It will be noticed that these timbers are stacked upon the vehicle and that they rest at an angle with the 'major portion of their. weight upon the .3 by placing bolster 4 and the bed or platform ,of the trailer, which bed or platform is in reality only a bolster with an extended area for affording greater friction to the load than would be afforded by the relatively narrow bolster shown in Figs. 5 and 13. Itwill be noticed that, as above stated, this bed or platformis so located that the mean of the entire bearing surface is located preferably about one inch to the front of the bolster for maintaining the center of gravity of the load always in front of the axle of the wheels W', as shown in Figs; 2 and 13, and that the antifriction device shown in Figs. 8, 9, l0'and 11 is located a definite distance in front of a vertical line drawn through the axes of the traction wheels T. I have found this distance to be preferably about two feet, three and a half inches. The load is preferably stacked upon the vehicle so that there is from one to two inches space on each side between the same aged the rungs 36 of both the motor vehicle and the trailer, this for the purpose of affording freedom of movement in the adjustment thereof. Suppose that the load to be carried is composed of 24 ft. timbers, I preferably adjust the reach the bolt 28 in the rear hole 27 of the first three holes and then connecting the upper ends of the chains 32 to the books 33, for the purpose of liberating, for the angular adjustment of the wheels, the upper part of the turn table 5. The chains, therefore, are now out of use. of the screws 25 having been'made for giving the proper angle the load is ready to be proceeded with. In this position, when the motor vehicle is started on a direct line the pull is exerted by the action of the traction wheels T and the major portion of the load is carried by the wheels W of the trailer B. Under this condition the broad treads of the trailer offer the least resistance to the straight line so long as the motor is driven in a straight'line. Suppose now that the chaufieur turns the steering wheels S to the right the instant that the front of the vehicle begins to turn, the wheels WV of the trailer are caused, by the broad bearing surfaces of their tires, to move to the left and advance a like distance, because of the fact that the play between thereof and the trailer will permit the wheels of the latter to move in either direction a definite distance with absolute freedom, dependent upon the adjustment and movement of the steering wheels. When the vehicle has traveled a definite distance the rear end of the load is carried to the left practically the same distance that the front end was carried to the right. friction of the load upon the bed, bolster or platform 2 will cause the front end of the same to assume a direction which corresponds to the direction of the application of the traction motor upon the load is in a direct line through its center of gravity, the center of gravity always shifting in this manner in accordance with the angular movement of the wheels always effecting a successive adjustment so that one obtains a direct power action, and this action, whether the'same be upon level ground or upon grades, will always give a minimum application of power because the traction wheels are under the load and the adjustment is efiected in the manner described.

I have ascertained that with a. vehicle as extremely long loads in a circle having a adjustmentcf the vereaches of different timbers; a 7 ft. reach for 30 ft. timbers; a 10 ft. reach for 610 ft. timbers, ends. 15 ft. reach for timbers 5d ft. and upward. I have ascertained also that with a vehicle as The adjustment the pivoted parts Consequently, the

the propelling power so that the action of radius of less than 40 ft., something whichcannot beaccomplished, so far as I am length; a 4 ft. reach being used for 24 ft.

power and 'will continue to move in a of the trailer, thus thus equipped it is possible to turn with relatively long loads of I particularly hicles with the major upon the rear.

long timbers may be carried together if desonof their action, travel a minimum dissired by overlapping the short timberson top of the long ti'mbers. When the vehicle as described is properly equipped and pro portioned for the service it is designed to accomplish, the points upon which stress is put utilize all t e power and none of the applied force of the engine is wasted 1n useless strain, as there is absolutely no twisting or contortional effects and, therefore, all of the power is used in pulling the load. I have found that this constitutes an important feature of my invention on grades, as the same permits the movement of the vehicle up such grades with the use of a min1- mum amount of power because the wheels of the trailer which carry the load, by reatance' and, therefore, absorb a minimum portion of the power used. After the vehicle is unloaded (see Fig. 3)

the chains 32 are placed in their extended position on the hooks 33 so as to connect the movable part of the turn table from the stationa part. When it is desired to move the vehic e from place to place without load f it is only necessary to remove'the bolt 28 ing the bolt 28.

from the rear cross bar 29 and reach 3 and move the latter forward until the righthand hole 27 is in position for again insert- This brings the trailer forward and causes the ends 'of the two outer

longitudinal bars

11, 11 of. the trailer frame to come into contact with the ends of the chassis frame 30; it also causes. the free end of the reach'to enter the opening in the second cross bar 29 thus makin it impossible for any person to enter etween the trailer and the motor vehicle and ride u on the reach, thereby avoiding any possibility of an accident in this direction.

With the modified form of the angular adjusting appliance for the wheels of the trailer shown in Fig. 13 the chain, cable, or

rope 47 connects the trailer to the chassis of the vehicle pivotally and there is no otherconnection whatever between the two, the load itself acting upon the bed or platform 2 and the journal bearings 38 or the roller 37 having suflicient frictionto effect the adjustment of the facial bearing of thetreads of, the wheels W; these wheels having pref- When the move to the left the drawing action from the motor vehicle upon the surform of the adjusting apparatus.

faces thereof, and the weight of the load, give sufiicient friction to maintain them in any position which the steering Wheels may place them, the chains 32 and reach 3 (see Fig. 2) not being absolutely required in this This action will be apparent when it is understood that the tread of the wheels W, lV, will assume a direction of rotation either to the right or the left, dependent upon the direction of rotation of the steering wheels, and

that the bolster 2 (Fig. 12) will always be at right angles to the direction of .move-- ment, and the chain or cord 47 will permit of this movement at all times. To illustrate, as seen in the drawings, Fig. 12, the vehicle is movin right to left and 1f the steering wheels, not

seen, be turned so as to travel at right angles -to this straight line the bolster 2 will assume a sition at ri ht an les to its res-' P g s P ent .position and all intermediate angles Wlll depend upon the angular movement of the steering wheels, it being obvious that the tread faces of the wheels will assume these steering wheels. When the form of roller 37 under the front end of the load is used said roller preferably has about two inches play at each end for affording the necessary adjustment. It may also be covered with some good lubricatlng oil so .as to aflord in a straight line from.

.90 positions for different positions of saidthe necessary movement of the load both laterally and longitudinally in adjusting itself.

The motor vehicle A is shown in the drawings as of relatively great length, such as is used in transporting lumber, and having the motor located over the steering wheels S at the extreme front end'thereof, the point of application of power being in the sprocket wheels under the head as shown and just ahead of the tract-ion wheels T, this being necessitated in long loads; but, it will be understood that where a vehicle is designed for conveying bulk freight, such as boxes, barrels, bales, etc., or even for conveying passengers in vehicles of the stage-coach type the entire propelling motor maybe lo cated farther back and in such vehicles furnish the major portion of the weight sufiicient to give the necessary traction to the traction wheels, the location of the motor being one which the designer of the vehicle will naturally fix upon inv accordance with the work to be done.

I do not limit my invention to its use in i the manner shown with motor vehicles of the explosive type, as obviously the application of the principles hereinbefore described may be used generally in the arts where it is desired to transport loads. As, for instance, in railways propelled by steam or electricity, or on inclined surfaces in transporting coal, or elevating logs to saw-mills, or like uses,

where the possibilty of shifting the center of g v'oy forward of the axle of the trailer is obvious,- or, in the movement of vehicles by electricity on highways without rails, either storage batteries or by trolley, all such u. coming within the terms of my claims hereinafter. In its use in railways, however, the load could be practically all put upon the trailer in the nature of a-single pair of wheels joined by an axle to two car wheels having the necessary strength to convey it and being so distributed that practically all combined with connected together as atrain, so that two,

so I

cut of the United States is l and applying the power of said load rests upon .the trailer, only sufiicient load resting upon a single truck to hold thesame firmly in contact with the rails. Ubviously, such a car or vehicle could be various propelling motors three, four, or more motors might transport a series of loads thus supported, either upon rails or on a highwayin such manner as to give the greatest economy of power.

A, modification of my invention comin within the generic terms thereof wouldbe a vehicle having tw traction wheels T and a single steering v; eel coated atthe proper distance in front of the middle of the traction axle; together with a trailer consisting ofa metallic cylinder of the proper diameter having a tread of a width substantially equal to the tread of the'two Wheels W, the

mechanism for supporting the load being 10- cated at the desired formed by the frame work supported by the point in the triangle traction wheels and single steering wheel. Or, the steering wheels S and wheels W of the trailer might be supplanted by two pairs of sleigh runners provided with hubs and the latter equipped with the adjusting appliances described. Such an apparatus might be used in transporting lumber or logs in the lumber region, or other heavy articles of commerce which might be supported in the manner described, my invention having a generic use and these illustrations warranting me in the application of the principles described for the transportation of articles of commerce.

Having thus described my invention what claim and desire to secure by Letters Pat- 1. The described method of loading and transporting heavy loads upon wheeled-vehicles having a plurality of wl1eels,'consisting in locating the center of gravity of the load in front of the rear axle and at a point dependent upon the grade to be traversed, under the load and at such point in front of the center of gravity thereof as will offer the least resist? ance thereto; and also causing the applied power to automatically shift the load for all changes of direction so that its axis assumes a direction of movement in the plane of the direction of the applied power.

- porting the said fixed part gether with lateral shifting means carried by the vehicle for supporting the minor portion of the load, the arrangement being such that the load automatically shifts itself to correspond with the direction of motion of the vehicle, substantially as described.

3. A motor vehicle having a plurality of wheels; a trailer, the wheels of which are adapted to assume an angular position in either direction to correspond with the angular position of the steering wheel or wheels, said trailer having a bolster adapted to support the major portion of the load at a point in front of its axle; in combination with means carried by the vehicle for supminor portion of the load and at a point in front of the axle of the traction wheels; a source of power also carried by the vehicle and applied to the traction wheels at a point beneath the load and means for shifting the same laterally, substantially as described. i

4. A motor vehicle having a plurality of wheels, part of which carry a major portion of the load, while the traction wheels carry the minor portion thereof; together with means for regulating the distance between said wheels length of the load, substantially as described.

5. A motor vehicle havingfa plurality of wheels, part of which carry a major portion of theload, while the traction wheels carry the minor portion thereof; together with means for regulating the distance between said wheels in accordance with the length of the load; and means located in front of the traction wheels for shift in accordance tion in which it may at any substantially as described.

6. A motor vehicle provided wheels having flexible tires, trailer adapted to carry the major portion of the load, and provided with steel tires of relatively broad tread, in combination with shifting means located transverse-the bed or time be moving,

with traction plat-form and-above and in front of the traction wheels for carrying the minor portion of the load laterally in either direction, substantially as described.

7. A trailer for a truck having abolster and the fixed part of a turn table secured thereto; in combination with the movable part of a turn table adapted to rotate upon and supporting frictional means deslgned to carry the maximum part of a load; together with means for connecting said bolster to the rear end of another vehicle, and means for temporarily connect-.

in accordance with the permitting the load to with the angular directogether with a ing the movable artiofthe table to the I fixed art thereo ,substantially as described. 8. motor vehicle havin two traction wheels, a bed or platform, an gthe necessar appliances for steering; in combination-wit a trailer carryinga bed or platform adapted to support frictionally the major-por ion. of the load; together with anti-frictlon'means on the motor vehicleada ted to car the minor portion of the 'loa substantia ly as described.

9. A motor vehicle'liaving traction wheels at its rear end and a trailer provided;;wit h a bed or platform ada ed .to carry the; ,major portion of the loa said bed or platform bein carried by the movable artof a turn ta le; to

the; with antiriction means on the vehlcle adapted to carry the,

minor ortion of the load, and an adjustable reach or connecting the trailer to the motor vehicle, substantially as described.

10. A motor vehicle having a plurality of wheels, two of which are traction wheels; a wheeled trailer adapted to carry the major portion of the load; shifting means in front of and above the traction wheels for carrying the minor-portionofthe load laterally in opposite directions, and a mot-01" in front of the load connected with means for applying the motive power to the tractionwheels 30 at apoint below the load, substantially as descr1bed.

I 11., A motor vehicle having a lur ality of wl1ecls, twoof, which are traction wheels in combination with a wheeled traileradapted to'ca'rry the major ortion of the load, and ball, bearings locate transverse the load "and infront of-and above the-axle of the traction wheels for carrying the minor por- "tion of the load; together with. a motor carried by the vehicle having connections for applying the power developed by the motor to the tractionwheels located at a point below the front end of the load, substantially M. F. KEATING.

Copies of this patent may be obtalned fhr fl've cents each, by addressing the "Commissioner of I'atents, Washington, D. 0.

[snub] Si ned na e this llthdfl-y of June, A 1912.

It is hereby certified that ,in Letters Patent No. 1,025,714, granted Mey'Wi 191 2, the application o f w'illiam E. Paine, of New York, N. -Y., foran. improvenient in the Art of Traction-Vehicles, anerror appears in the printed specification requiring correction as follows: li'age 5," line 107, for the head read load; and the said Letters Patent should beLread with this rection therein that the same may conform. to the record .of the case in the Patent 0. 01 BILLINGS Acting. Oomririiceioner of Points.

ing the movable artiofthe table to the I fixed art thereo ,substantially as described. 8. motor vehicle havin two traction wheels, a bed or platform, an gthe necessar appliances for steering; in combination-wit a trailer carryinga bed or platform adapted to support frictionally the major-por ion. of the load; together with anti-frictlon'means on the motor vehicleada ted to car the minor portion of the 'loa substantia ly as described.

the; with antiriction means on the vehlcle adapted to carry the,

[snub] Si ned na e this llthdfl-y of June, A 1912.

Correction in Letters Patent No. 1,025,714.

upon the applicatiqn of William E. Paine, of New York, N. Y., improvement in the Art of Traction-Vehicles, ah error appears .in the printed specification requiring correction as follovi's: Page 5, line 107, for the ford head read loa'd; and that the said Letters Pategt should be read with this correetion therein that the same may conform to the recor d of the case in the Patent Oflice Signed andsealed this 11th day of June, A.. D., 1912.

[sum] 0. 01 BILLINGS,

Acting (lonmiiuioner qf Patents.