US1551654A - Method of making drag links - Google Patents

Description

Se t; 1, 1925.

H. B. GARMAN METHOD OF MAKING 15am LINKS Filed Aug. 2. 1921 mnw w 5 Q 5Q yr/fill!!! N 4 J r i M m .7 4 m M 6 r V 7 .5 A M 5 W M H hm r 8 V 77,7 I WH I M H PI ||||ll| H 2 V 5% ll! p Patented Sept. 1, 1925.

UNITED STATES PATENT OFFICE.

HARRY B. GARMAN, OF DETROIT, MICHIGAN, ASSIGNOR TO THE STEEL PRODUCTS COM- PANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

METHOD .OF MAKING DRAG LINKS.

Application filed August 2, 1921.

'To all whom it may concern:

Be it known that I, HARRY B. GARMAN, a citizen of the United States, resident of Detroit, county of Wayne, and State of Michigan, have invented new and useful Improvements in Methods of Making Drag Links (Case A), of which the following is a specification, the principle of the invention being herein explained and the best mode in which I have contemplated applying that principle, so as to distinguish it from other inventions.

My invention relates to drag links for use as a. part of the steering mechanism of auto mobiles, and particularly to apparatus of this character of the weldless type. Furthermore, the invention relates to a new and improved method of manufacturing drag links from apiece of steel tubing by swagetapering the same from the center toward both ends to form neck portions having thickened walls, the outside diameter of the extreme ends forming the usual end sockets remaining the same as that of the original tubing. Also, my invention relates to new and improved means for effectively lubricating the balls' and bearings associated with the usual connecting arms. The objects of the invention are to design a drag link and a method of manufacture which is cheap, a link which is unusually strong in comparison to its weight, which will be reinforced at the usual weak spots of the links, viz., the junction of the body portion of the link and the usual end sockets, and a link from which the usual lubricant will not readily escape, and from which dirt and grit will be excluded.

The annexed drawing and the following description set forth in detail certain means embodying my improved drag link and certain steps exemplifying my improved method, .the disclosed means and steps, however, constituting but one of the various mechanical forms in which the principle of the invention may be employed or but one of the various ways in which the same may be carried out.

In said annexed drawing:

Figure 1 represents a side elevation of my improved drag link, including a suggestion of the usual connecting arms and associated elements;

Figures 2 and 3 represent, respectively, upon an enlarged scale, central vertical sec- Serial- No. 489,361.

tions of the axle arm end and the steering arm end of the drag link;

Figure 4 represents an end view taken from the plane indicated by the line IVIV, Figure 3; and

Figure 5 iepresents a central horizontal section of the steering arm end of a modified form of link.

Referring to the annexed drawing, in which the same parts are indicated by the same ordinals in the several views, a piece of steel tubing is indicated by the ordinal 1, the same having been swage-tapered from the center toward both ends, as indicated by the tapered pieces 3, down to the diameter 2 which indicates what will be termed the neck portions of the link, the same indicating the plane of junction of the body of the link with its end sockets 4 and 5. The tapered pieces 3 are formed by this swaging operation without any substantial elongation, so that there is an increasing thickness in the walls of the pieces 3 from the center plane 1 to the neck 2, the greatest increased thickness being in the area of the plane 2 which results in the strengthening of what is usually a weak spot in apparatus of this character. The swaging is: done cold and, for purposes of illustration, I will state that 1%, outside diameter, steel tubing 14 gauge is swage-tapered toa neck section of outside diameter, without substantial elongation. The tubing is flanged at both ends to form the socket flanges 6, for a purpose hereinafter fully described.

The sockets 4 and 5, by the process described, are formed with the seats 7 for the steering arm and axle arm connections and their associated elements. These sockets are formed with slots 8, through which the balls 11 and 12 formed upon the steering and axle arms 9 and 10 are inserted into the sockets. The bearing blocks 13 formed by a new and improved method forming the subject matter of my companion application Serial No. 489,365, filed August 2, 1921, are provided for balls 11 and12, the usual springs 14 formed from round spring steel in the usual way being utilized. The springs 14 are arranged as shown in the respective sockets 4 and 5, in order that they may act as cushions regardless of which vehicle wheel strikes a bump or drops into a hole in the pavement or road. When the balls 11 and 12 and associated mechanisms are assembled in the sockets 4 and 5, the same are confined therein by means of end plates secured to the flanges 6 by means of bolts 18, cooperating holes 16 and 17 having been drilled in said flanges and'plates.

My invention also relates to effective means for lubricating the drag link for retaining therein the lubricant, and I shall now describe these means in detail. Bosses 19 are drawn upon the end plates 15 and the same are tapped to accommodate grease cups 20. A boss 21 is welded to the center of the tubingl and the same is tapped to accommodate a grease cup 22. The bearings 13 are provided with holes 23 and communicating transverse recesses 2i for passing the lubricant through the bearings and effectively distributing the same upon the balls 11 and 12. In order that the lubricant may be most efficiently directed toward the balls 11 and 12 and distributed uponthe surfaces thereof, I provide thin brass or sheet steel grease retaining cases 25 and 26,thes-e cases enclosing the springs let and bearings 13. Two designs of these cases are illustrated by the ordinals 25 and 26, utilized respectively at the spring end and at the opposite end of the end socket. It is evident that these cast-s will prevent the grease being forced ,out through the hole 8 before the same reaches the surface of the balls 11 and 12, and that these cases 25 and 26 keep the dirt and grit from entering the slots 8. The pressure of the lubricant from the center, inasmuch as the same is sent into the link from the cup 22 so as to fill the body of the link, as shown in Figures 2 and 3, will also assist in keeping out the dirt and grit.

In Figure 5, I have shown a modified form of the steering arm end of the link in which the cases 25 and 26 are eliminated, thus providing a floating type drag link,.i. e., the bearings are tree to float inside the sockets and thus conform to any irregularities of the steering arm and axle arm balls. Efiicient lubricating means are provided in this instance through the central bearing holes 23 and the distributing channels 2e combined with a bearing block 13 which effectively seals the inner tube 1 from the end sockets except for the communication through the lubricant channels 23.

What I claim is: a 1. A drag link consisting of a piece of tubing formed to provide a neck portion adjacent and end thereof and a socket portion of greater diameter than said -neck portion between said neck and endof the tube, said tube being flanged outwardly at the outer end of said socket portion to provide means for securing a cover plate thereto.

2. A drag link consisting of an integral piece of tubing flanged at one end, and formed inwardly from said end with a neck portion of reduced diameter to provide a ball lever receiving socket between said flanged end and neck; and a cover plate detachably connected to the flange.

3. The method of constructing a steering reach rod herein described without welding or expansion, consisting of selecting a tube of suitable diameter to form socket housings; then swaging the tube adjacent to the rear ends of the housing portions; to reduce same at pre-determined points to a smaller diameter than the housings; and then forming an annular exterior flange integral with the tube at the end of the tube as and for the purpose set forth.

4. The herein describe-d method of forming a steering reach rod of one piece of steel tubing without welding or expansion of the tube, consisting of selecting a tube of the desired length and of a diameter suitable for housing parts, for connecting to the ball of a crank arm thereto; then reducing the diameter of pro-determined portions thereof adjacent to the rear end of the housing and tapering the diameter of the tube at said points longitudinally thereof in both directions to form a neck like portion within the housing to provide an interior annular seat at the rear end of the socket housing, and then forming an annular flange integral with and on each end of the tube, as and for the purpose set forth.

5. The herein described method of forming 'and constructing a rod and integral housings without welding or expansion, consisting of providing a tube of a given length and diameter, then swaging or druwing predetermined portions of the tube to a smaller diameter than the end portions reserved for the housings also by said process of swaging down said pro-determined portions of the tube forming interior seats within the tube at the juncture of the two diameters and then forming integral annular flanges on ends of the tubular rod, as describe-d and set forth.

Signed by me this 29th day of June, 1921.

HARRY B. GARMAN.

Images