US1226867A - Wagon. - Google Patents

Description

W. L. DEMPSEY.

WAGON.

APPLICATION FILED NOV. 12, 1914.

Patented May 22, 1917.

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WAGON.

APPLICATION FILED NOV-12 914- 1,226,867. Patented May 22, 1917.

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WILLIAM In. DEMPSEY, OF SOMERVILLE, MASSACHUSETTS.

WAGON.

, Specification of Letters Patent.

Application filed November 12, 1914. Serial No. 871,828.

To all whom itmay concern:

Be it known that I, WILLIAM L. DEMPsEY, a citizen of the United States, and a resident of Somerville, in the county of Middlesex and Commonwealth of Massachusetts,-have invented certain new and useful Improvements in Wagons, of which the following is a full, clear, and exact specification. One of the inherent defects-in the ordinary farm and business wagon is the considerable height to which the produce and merchandise must be lifted in loading the same thereon. Attempts have been made to avoid such defect by lowering the wagon body, employing for such purpose a drop axle. While the latter provides the low body desired, it introduces a weakness which goes far to offset the advantage obtained.

This-weakness arises from the fact that all such drop axles have heretofore been constructed from Wrought iron, with the result that after heav and continued use the iron gradually yiel s until the wheels spread outwardly at their points of contact with the ground, and approach the wagon body at.

their upper peripheries.

This is ob ectionable, both from the point of view of appearance, and from the practical. poiht of interference with the load being transported, and from the presentation of an edge of the tires to the ground, instead of an even tread.

Another objection found to exist in the present type of low, or jigger, wagon, is the difiiculty of greasing the axles, owingto the fact that it is very diflicult to get a lifting jack beneath the low axles; and 'a further objection is the impossibility of turning the wagon about except in a very large circle.

The purpose of this invention is the construction of a wagon which shall avoid all these difliculties; whose axles will not warp and twist and so cause the pitch and gather of the wheels to be lost and the wheels to run hard and cramp upon the axles; whose axles will be provided with ease repositories adapted in a moment to eliver lubricant to the axles and to a limited extent automatically delivered, without even stopping the wagon, much less removing the wheels; which can be turned in a small compass, and whose thills or tongues will not thrash the Referring to the drawings forming part of this specification, Figure 1 is a si e elevation, one half in section, of a drop axle der to be of maximum-rigidity. The arm 3' is webbed in order to be 'of maximum strength with a minimum of metal.

The thimble 2 is square in cross section,

Patented May 22, 1917. I

and a Wooden axle 4.- is used for joining the opposing crank skeins, the ends of the wooden axle being squared to fit tightly within the thimbles, and

by hydraulic pressure.

The advantage in this having the thimbles and axle square is the torsional rigidity obtained. Were the thimbles cylindrical and are forced therein held from turning on the axle by a bolt or rivet alone, the rigidity would be much less and dependent entirely on the bolt and what friction might remain. 5 j I I prefer to make the frame 5 of the wagon the ears 6 ofv the rear thimble arms 3, as indicated in Figs. 1 and 2. While this matefrially adds to the strength of the skeins, I

2 body from angle iron and to bolt thereto of each skein and having its ends bolted or rivetedto the frame 5, as shown in Fig. 3. The portion of each strap bent over the butt 9 is given a hole entered by a lug 10 cast as a part of the skein, so that the expense is reduced to a minimum, while the crank skeins are very strongly braced thereby.

Each skein is cast hollow, with a cylindrical hole 11 extending either entirely through the same longitudinally, or half way in, a wooden plug 12 being used to fill the outer half of'the hole when made clear through the skein. Rising from the inner end of the hole 11 at the mid-length of the skein is a small feed-hole 13 termlnating in a groove 14 traversing the skein longitudinally. Thehole 11 being internally threaded and provided with a screw plug 15 adapted to be turned by a square boss 16, the hole is filled with grease and the screw plug, introduced therein to keep the lubricant in the 35 than the rear portion in order to permit the front wheels and axle to be swung far eter, not only is space allowed for an ample supply of grease, but an extended wearing surface is given, which, being thus kept constantly lubricated, insures easy running and great durability.

It sometimes happens that the driver omits to screw in the plugs when the grease gets scanty upon the skeins, and consequently the latter will begin to warm up. I therefore form one s or more holes 18 through the under part of each skein so that, the grease being partially liquefied by the warmth, will percolate down to the exterior surface of the skeins and thereby automatically provide the needed lubrication.

Since the wagon body seldom rises to the height of the screw plugs 15, the latter can be easily reached by a suitable wrench for manipulation; while, even if the body-sides 1 do rise higher than specified, a-hole can be bored through the same in alinement with said plug.

As illustrated in Fig. 4, the front section of the body frame 5 must be made narrower enough to permit the wagon to turn in a comparatively small circle. For enabling this to be made as wide as possible for the same radius of turning circle, and also to diminish the lateral'thrashin of the wagon tongue 17, I fasten to the rent axle 19 a plate or frame 20 extending rearwardly therefrom to a considerable distance, and in'this plate and spaced from said axle is a hole 21 forthe reception of the king-bolt which is held by the wagon body.

Since the weight of the body on the front axle cannot be takenby the portion of the .bolster-plate immediately surrounding the king-bolt, but will be sustained directly by vthe axle, I provide the axle with two slightly tapering rolls 23 rotatablv carried by the bolster plate and supporting the fifth-wheel 24. Otherwise the friction between the fifth wheel and the axle will he too great to permit easy turning. 1

At the rear end of the plate 20 is a third tapering roll 25 which by its upward pressure against the fifth wheel, supports the weight of the wagon-tongue 17 which is rigidly connected with the front axle.

In this manner a drop axle wagon is produced in which the front wheels can be substantially as large as the rear wheels, and

the wagon can still be readily turned, the tongue or thills will not thrash the horses since the king-bolt is so far behind the line of the front wheels tread, the wheels can be easily lubricated, and the crank skeins will not bend.

What I claim is:

1. A low wagon comprising crank axles having skeins of relatively large diameter, integral arms depending respectively from said skeins and thimbles of greater cross sectional area than that of said skeins integral with said arms, said thimbles being longitudinally apertured to receive the=ends of the axle and presenting angularly disposed walls adapted to engage the faces of the axle and to prevent rotation thereof.

2. A low wagon comprising crank axles having skeins of relatively large diameter, integral arms depending respectively from said skeins, and thimbles of greater cross sectional area than that of said skeins integral with said arms and extending beyond said arms Well beneath the mid-lengths of said skeins, said thimbles being longitudinally apertured throughout their length to receive the ends of an axle and presenting angularly disposed walls adapted to engage the faces of the axle and to prevent rotation thereof.

3. In a low wagon, a crank axle comprising a skein of relatively large diameter, an integral arm depending therefrom and a thimble having a longitudinal aperture presenting angularly disposed walls to receive the end of the axle, said thimble being of greater cross sectional area than that of the skein whereby a relatively large axle may be employed. 4. In a low wagon, a wooden axle having ends presenting angular faces, thimbles provided with longitudinal apertures corresponding in form to the ends of said axle tightly secured upon the same, arms integral with and extending vertically from said thimble and skeins extending outwardly from the upper ends of said arm in parallel axial alinement with the axis of said thimbles, each of said skeins being provided with an internal recess forming a lubricant receptacle; a duct leading from said grease receptacle to the surface of said skein, means operable from the inner end of the skein for forcing the lubricant through the duct and means for securing wheels upon said skeins.

5. An axle arm for a low drop wa on comprising a thimble having a longitudi al aperture angular in cross section, an integral arm rising from said thimble intermediate of its ends, a skein extending laterally from the upper end of said arm integral therewith, said skein being centrally bored from its inner end and screw threaded to form a lubricant receptacle, a duct lead- In testimony that I claim the foregoing ing from said receptacle to the surface of invention, I have hereunto set my hand this the skein, and a screw threaded plunger ,11th day of November, 1914.

having means adapted to be engaged by a WILLIAM L. DEMP SEYQ rotating member sustained in said lubricant Witnesses: receptacle and adapted to force the lubri- A. B. UPHAM,

cant through said duct. .JosEPH W. Doyvns.

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