US1344353A

US1344353A - Self-propelled vehicle

Info

Publication number: US1344353A
Application number: US196803A
Authority: US
Inventors: Henry T Preble
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-10-16
Filing date: 1917-10-16
Publication date: 1920-06-22
Anticipated expiration: 1937-06-22

Description

H. T. PREBLE. SELF PROPELLED VHIC, APPuMxorg min om 16. 15m.

Patented June 22, 1920.

3 SHEEYSMSHEET WITNESSES:

H. T. PREBLE.

SELF PROPELLED VEHICLE.

APPLlcATmN FILED ocr. I6. |917.

1,344, 353. Patented June 22, 1926.

3 SHEETSvSHEET 2.

-jNgN WITNESSES: INVENTOR ATTORNEYS Patented June 22, 1920.

3 SHEETS SHEET 3.

IN V ENTOR W'YFNESSES:

ATTORNEYS UNITED STATES HENRY T. PREBLE, 0F STOCKTON, CALIFORNIA.

SELF-PROPELLED VEHICLE.

Specification of Letters Patent.

Patented June 22,1920.

Application filed October 16, 1917. Serial No. 196,803.

'0 all `whom t may concern.'

Be it known that I, HENRY T. PREBLE, a citizen of the United States, residing at Stockton, in the county of San Joaquin 4and State of California, have invented new and useful Improvements in Self-Propelled Vehicles, of which the following is a specification.

This invention relates to gun carriages and has for its object to provide a selfpropelled carriage for machine guns and the like, such carriage being fitted with selflaying tracks of the endless belt type and having suitable power mechanism capable of propelling the carriage at comparatively high speed, say fifteen to twenty miles au hour, and the base or main frame for the guns being spring supported on the carriage in such a manner as to prevent the transmission of violent shocks or jolting movements to the guns.

The self-laying track type of vehicle, under the sobriquet tanks has already proven its peculiar fitness for military work. being capable of easily negotiating the roughest and most uneven ground. The purpose of providing a high speed carriage is to enable the mounted guns to skip with each attack and render the outfit less of a target to the enemy batteries. A practically floating suspension for the main frame is required in order that the guns carried thereby, even whenthe carriage is moving over rough ground, will not be unduly jolted or jarred and thereby the gunners will be able to keep them properly aimed and in. action While the carriage is proceeding at a high rate of speed.

One form which my invention may assume is exemplified in the following description and illustrated in the accompanying drawings, in which- Figure 1 shows a side elevation of the carria e and its armored body and guns.

Big. 2 shows a plan view of the truck frames and spring supported main frame carried thereby.

Fig. 3 shows a side elevation of the portion of the machine shown in Fig. 2., the chain track and driving and supporting wheels therefor being shown in dotted lilies.

Fig. 4 shows a sectional view taken on the line 4-4 of Fig. 3.

y Fig. 5 shows a sectional view taken on the line 5 5 of Fig. 3.

Fig. 6 shows a detail of one end of the truck and main frames with the driving wheel removed.

Fig. 7 is a cross section through Athe truck and track.

Fig. 8 shows a detail of the flexible connections between the truck and main frames at one side for staying them laterally.

Referring in detail to the accompanying drawings, I have-shown an armored body 1U carried upon a main frame 11, which latter serves as a base or support for one or more machine guns 12. The main frame, as shown in plan in Fig. 2, comprises channel bar side pieces 13 and a front end cross piece 14. The rear ends of the side bars preferably are cross connected by a bar 14". There is no rigid connection whatever between the main frame and the supporting truck mechanism presently to be described.

This truck mechanism 1s of the selflay ing track type, there being one unit at each side of the main frame which comprises a roller truck frame made up of a pair of longitudinally extending channel bars 15 spaced apart and connected together at their tops by a web plate 16. Between the spaced side bars 15 are a series of flanged rollers 18, preferably carried in pairs on the axles 19 journaled in bearings 20 secured to the bottom of t'he frame bars. These truck frames are about the same length as the main frame, and at the front of each is an idler sprocket wheel 21 'ournaled in the forked ends of a push rod 22, which push rod is adjustably secured to the frame bars 15 for back and forth adjustment. At the rear ends of the truck frame bars a pair of strong heavy extension arms 23 are secured which pro'ect upwardly and rearwardly and are ormed at their rear ends with bearings 24 to receive a stub axle 25, which carries a sprocket driving wheel 26. The sprocket driving wheels are driven through suitable change speed transmission mechanism, not shown, by means of a high speed motor A carried on the main frame at the rear thereof. Over the sprocket wheels 21` and 25 runs an endless flexible chain 27 made up of a series of articulated link sections, the spaced side bars 28 of which have flanged rail heads constituting tracks for the rollers 18 to run upon, and each carrying a widened grouser or shoe 29 to engage the ground.

To prevent twisting of the truck frames l arrange a tubular torsion member 30 on the top of each truck frame and secure the same to the web plate 1G by means of clamps or fasteners 31, one at each end and one intermediate. To the front end of the tubular torsion member the push rod 22 is preferably connected bv adjustable means so that the front idler wheel 21 ma i be moved back and forth relativelyr to the truck frame whereby to adjust t e tension of the chain track and take up any slack occurring therein. This torsion member 30 is well adapted for self-laying track vehicles generally, and therefore 1s not claimed herein but is made the subject matter of a copending appliY cation entitled Tractor, filed October lo. 1917, and bearing the Serial No. 196,802.

intermediate on each of the torsion tubes 3() is a coupling member 32 somewhat in the shape of a cross used in pipe fitting, which receives turnably the end of a transversr` shaft 33, which shaft serves the purpose ot' a distance bar or spacer for the opposite truck mechanisms, being in no wise con nected to the main frame 11. Owing to its position in a plane with the lower portion of the main frame it becomes necessary to cut away the bottom portions of the side bars 13, as shown in Fig. 5, in order that the shaft 33 shall not come in contact with the main frame and when the frame bars arc cut away in this manner it is advisable to reinforce them with a truss 34 passing beA low the said shaft.

As before mentioned the connections be tween the truck mechanism and the main frame are entirely resilient or flexible. They include a cantaliver laminated spring 35 secured to the rear end of each side bar 13 and projecting over the inner one of the adjacent extension arms 23 Where it rests between guides 36 upon the bearing 24, being free to move relatively thereto. As for the front connections they comprise at each side a semi-elliptical laminated spring 37, the ends of which rest movably upon the front and intermediate fasteners Blof the adjacent torsion tube 30, being held in place thereon by guides 38. The front and intermediate fasteners 31 are formed with spaced vertical fiangesv between which the ends of the springs 37 may be disposed. 1n this manner channelshaped spring seats are provided for the ends of the sprin s and will permit the springs to deflect Witliout restriction as the ends of the springs are free to slide upon their seats to accommodate this deeetion. At the central portion of each of the springs 37 a bearing 39 is secured in place by suitable clip bolts and receives one end of a bolster 40 which extends transversel of the main frame, being secured to the side bars thereof by means of fasteners 4l and having a dropped inten mediate portion 42. The result of the described connections is a free and easy spring su )port for the main frame of the carriage.

`o stay the main frame and truck mechanisms transversely, l provide transverse bars 43, each pivoted at one end to one of the truck frames and at the other end to the opposite side bar of the main frame and arran red preferably one on each side of the cross ar 14. These stay bars do not interfere with the free cushioning movements of the main frame and are so nearly horizontal in norinai position as to impose-no lateral thrust on the parts which would tend to hind or restrain them. A thrust link 44 is pivoted to each of the inner extension bars and extends forwardly in a horizontal position and connects pivotally with the rear end of thtl adjacent frame bar, by rea son of which the fore and aft strains occur'- ring in the operatitni of the carriage are removed entirely from the springs.

Self-laying tracks of the type here employed have the facility of bridging wide trenches and large shell holes.

The upper' run of the track is supported intermediate the sprocket wheels in order that slack therein shall not result in violent slapping of the chain against the wheels. Such supports may comprise a series of rollers 47 supported on standards 48 secured to the truck frames, said rollers enga ing the rail heads of the track links.

he driving mechanism for the sprocket driving Wheels 26, as herein shown, in part includes a double sprocket Wheel 50 fixed to each stub axle 25 and driven by means of a double sprocket chain 51 extending forwardlv and connected operatively With a jack shaft 52, said jack shaft extending into and operatively connected with the change speed transmission gears Within the transmission housing 53. Suitable driving connections extend rearwardly from the transmission mechanism to a high speed motor A arranged on a base B, which base projects rearwardly of the main frame and terminates at a point behind the track driving Wheels.

No differential mechanism is employed in driving connections of this nature, each of the chain drives being independently connectible and disconnectible With the jack shaft by means of clutch mechanism controllable by means of levers 55 and 56, located adjacent to which are a pair of operators seats 57, these seats being in front of the motor. Through these clutch levers the steering of the carriage is accomplished, turning being effected by throwing out the clutch mechanism on the side toward 'which the vehicle is being turned while the opposite clutch mechanism remains in drivlng engagement. These clutches are preferably of the friction type and the degree of turning can be varied by letting one or the other of the clutches slip.

In operation, power is transmitted from the high speed motor on the main frame to the rear driving wheels in any suitable manner and the chain tracks are thereby driven. The thrust of the rear wheels is transmitted through the truck frames and torsion tubes 30 to the front idler wheels. The

springs

35 and 37 will cushion the main frame throughout against any shocks or jolts received by the truck mechanisms in operation, and the flexible connections described will keep the main frame in place on the trucks and relieve the springs of any lateral or longitudinal strains. The mechanism is capable of being operated at a high speed, that is, from fifteen to twenty miles an hour, and no injury is liable to occur to delicate machine guns carried thereby.

By locating the motor and driving connections at the rear, a clear and unobstructed space is left at the front for the mounting and firing of the guns and also for the storage of ammunition.

Various changes in the construction and arrangement of the several parts herein shown and described may be employed without departing from the spirit of my invention as disclosed in the appended claims.

Having thus described my invention what l claim and desire to secure by Letters Patent is:

l. A self-propelled vehicle comprising a main frame, and a truck mechanism at each side thereof, the latter including a rigid truck frame of about the same length as the main frame, a serie's of closely arranged rollers journaled upon the truck frame for most of its length, a sprocket driving wheel journaled upon the truck frame at the rear thereof and independent of the main frame, an idler wheel journaled on the truck frame at the front and an endless flexible self-laying track running over said driving and idler wheels and having its bottom run forming a track for the rollers.

2. A self-propelled vehicle comprising a main frame, and a truck mechanism at each side thereof, the latter including a rigid truck frame of about the Same length as the main frame, a series of closely arranged rollers journaled upon the truck frame for most of its length, a sprocket drivin wheel journaled upon the truck frame at t e rear thereof, an idler wheel journaled on the truck frame at the front and an endless flexible self-laying track running over said driving and idler Wheels and havin its bottom run forming a track for the rollers, and resilient and flexible connections forming the only connections between the truck frames and main frame.

3. A self-propelled vehicle, comprisingr a main frame, a power plant supported thereon, truck units at each side of said main frame, including rigid truck frames,` sprocket wheels, one of which is journaled to the rear of each truck frame, idler wheels journaled to the front of each truck frame, a series of load supporting rollers secured to said truck frames, an endless flexible selflaying track embracingr each truck frame and the sprocket and idler wheels, flexible connections tying the truck frames with the main frame and leaf springs interposed between the truck frames and the main frames for the support of the same.

4. A self-propelled vehicle comprising self-laying track truck mechanism, power driving means therefor, a main frame, flexible and resilient connections forming the only connections between the main frame and truck mechanism, said resilient connections including lcantaliver springs connected to the rear of the main frame and resting on the truck mechanisms.

A self-propelled vehicle comprising self-laying track truck mechanism, power driving means therefor, a main frame, flexible and resilient connections forming the only connections between the main frame and truck mechanism, said resilient connections including cantaliver springs connected to the rear of the main frame and resting on the truck mechanism, and semi-elliptical springs resting on the truck mechanisms and support-ing the forward portion of the main frame.

6. In combination, a main frame, selflaying track truck mechanism at each side thereof including a rigid frame, a series of rollers journaled on said frame, a sprocket driving wheel at the rear of the truck frame, an idler wheel at the front thereof, an endless flexible self-laying track chain running around said driving and idler wheels and having its bottom run forming a track for said rollers, and resilient connections between the truck frames and main frame comprising cantaliver springs at the rear and semi-elliptical springs at the forward portion.

7. In combination, a main frame, selflaying track truck mechanism at each side thereof including a rigid frame, a series of rollers journaled on said frame, a sprocket driving wheel at the rear of the truck frame, an idler wheel at the front thereof, an endless flexible self-laying track chain running around said driving and idler wheels and having its bottom run forming a track for said rollers, resilient connections between the truck frames and main frame comprising cantaliver springs at the rear and semi-elliptical springs at the forward portion, and transversely extending stay bars pivoted to each truck frame and extending in a substantially vertical plane to the opposite side of the main frame and pivoted thereto.

8. In combination, a main frame, selflaying track truck mechanism at each side thereof includin a rigid frame, a series of rollers journals on said frame, a sprocket driving wheel at the rear of the truck frame, an idler wheel at the front thereof, an endless flexible ielf-laying track chain running around said driving and idler wheels and having its bottom run forming a track for said rollers, resilient connections between the truck frames and main frame comprising cantaliver springs at the rear and semi-elliptical springs at the forward portion, transversely extending stay bars pivoted to each truck frame and extending in a substantially horizontal plane to the opposite side of the main frame and pivoted thereto, and thrust bars pivotally connected to the rear ends of the truck frames and extending forwardly in a substantially vertical plane to the rear portion of the main frame and pivoted thereto.

9. In combination, a main frame, selflaying track truck mechanism at each side thereof, semi-elliptical springs mounted on said truck mechanisms and a transversely extending bolster fixed to the main frame with its ends projecting from opposite sides thereof and journaled in bearings upon said springs.

10. In combination, a main frame, selflaying track truck mechanism at each side thereof, semi-elliptical springs mounted on said truck mechanisms and a transversely extending bolster fixed to the main frame with its ends projecting from opposite sides thereof and journaled in bearings upon said springs, said bolster having its intermediate portion dropped below the sides of the main frame.

11. In combination, a main frame, a selfla ying track mechanism on each side thereof), a bolster extending transversely of the main frame, semi-elliptical springs underslung therefrom and pivoted upon the opposite ends thereof to rest upon the frames of the truck mechanisms and cantaliver springs fixed to the rear end of the main frame and ada ted to rest upon the rear ends of the truc frames.

12. In combination, a main frame, a selflaying track mechanism on each side thereof, a bolster extending transversely of the main frame,.seinielliptical springs underslii'ng therefrom and pivoted upon the opposite ends thereof to rest upon the frames of the truck mechanisms, cantaliver springs fixed to the rear end of the main frame and adapted to rest upon the rear ends of the truck frames, and a flexible connection between the main frame and the rear end of the truck frames to cause the truck frames to substantially swin i'adiall in relation to the mounting of t e canta iver sprin s.

13. In combination, a main frame, a se flaying track truck mechanism at each side thereof and yieldably disposed in relation to said main frame said mechanism including a rigid truck rame, a series of rollers journaled on said truck frame, an idler wheel journaled at the front of said truck frame, upwardly and rearwardly projectin extension bars at the rear of said trucE frame, a sprocket driving wheel 'ournaled in bearings formed on the rear en s of said extension bars and an endless flexible selflaying track running around saiddriving and idler wheels and having its bottom run forming a track for said rollers and driving means from a power plant on the main frame to the driving sprockets.

14. In combination, a main frame, a selflaying track truck mechanism at each side thereof, the latter including a rigid truck frame, a series of rollers jouinaled on said truck frame, an idler wheel journaled at the front of said truck frame, upwardly and rearwardly projecting extension bars at the rear of said truck frame, a sprocket driving wheel journaled in bearings formed on the rear ends of said extension bars and an endless flexible self-laying track running around said driving and idler wheels and having its bottom run forming a track for said rollers, and a thrust bar pivotally connected between said extension arms and the rear of the main frame.

15. In a vehicle, a main frame, a pair of self-laying track units dis osed at the opposite sides of said main fiame, means for connecting said units at a point midway their lengths for allowing them vertical pivotal movement, semi-elliptical springs interposed between said units and the main frame at one end for resisting the pivotal movement of the units and cantaliver sprin s interposed between the main frame and t ie opposite ends of the truck units.

16. In combination, a main frame, selflaying truck units at the opposite sides thereof, means for centrally pivoting said units to swing from a common axis and in parallel vertical planes and leaf springs carried by the main frame and resting upon the frames of the truck units at the opposite sides of their pivotal axes for the resilient support of the main frame.

17. In combination, a main frame, selflaying truck units at the opposite sides thereof, means for centrally pivoting said units to swing from a common axis and in parallel vertical planes, leaf springs carried by the main frame and resting upon the frames of the truck units at the oppositeV sides of their pivotal axes for the resilient support of the main frame and link connections between the main frame and one end of each truck unit for controlling the vertical movement of said trucks;

18. In a Vehicle, a main frame, a spacer bar extending transversely thereof and supported therefrom for limited vertical movement, self-laying track units, one of which is centrally pivoted to each opposite end of the spacer bar, a bolster carried by the main frame, semi-elliptic springs, one of which is centrally pivoted to each end of the bolster, said springs resting upon the frames of the truck units at a point forward of the spacer bar and cantaliver springs fixed to the main frame and resting upon the 0pposite ends of the frames of the truck units.

19. A frame suspension mechanism for vehicles, having oppositely disposed selflaying tracks, said suspension comprising oantaliver springs fixed to overhang one end of the main frame and to rest with their outer ends upon portions of the self-laying track units and semi-elliptical springs pivoted to the main Jframe and adapted to rest by their opposite ends upon portions of the track units.

In testimony whereof I have hereunto set my hand in the presence of two subscribing Witnesses.

HENRY T. PREBLE.

Witnesses DAN N. GILMonE, CHARLES L. NEUMIILER,