US1600154A

US1600154A - Running gear

Info

Publication number: US1600154A
Application number: US731221A
Authority: US
Inventors: John Dumans Van Vliet
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-08-09
Filing date: 1924-08-09
Publication date: 1926-09-14
Anticipated expiration: 1943-09-14

Description

Sept. 14, 1926.

. .1. D. \IAN VLIET RUNNING GEAR 3 Sheets-Sheet 1 Filed August 9, 1924 INVENTOR.

Sept. 14, 1926. 1,600,154

' J. D. VAN VLIET RUNNING GEAR 3 Sheets-Sheet 5 Filed August 9, 1924 Patented Sept. 14, 1926.

UNITED STATES JOHN DUMANS VAN 'VLIE'I, 01' SAN FRANCISCO, CALIFORNIA.

RUNNING GEAR.

Application filed August 9, 1924. Serial N'o. 781,221.

The invention relates to a running gear in which the means for locomotion, by which name I designate wheels, skids, floats, caterpillar tractors or any other appliances sulted to the particular nature of the surface on which the vehicle is to travel, are placed 1n 8. fore-and-aft sequence and slidingly and resiliently connected with the body of the vehicle in such a manner that the shocks incidental to the encountering of irregularities of'the. surface are transmitted from one means for locomotion to the othersand in doin so, are absorbed by and distributed over a structural members of the running gear and its attachments to the body of the vehicle.

One of the objects of the invention is to provide means whereby. the shock imparted encountering of an irregularity of the surface, causes all the means for .locomotion, as a collective entity, to conform themselves to said irregularity, the general action of the collective means for locomotion being that of automatically yielding to and folding it- 1n one of its embodiments,

self over the obstacle or irregularity encountered.

Another object of the invention is to provide means whereby the shock imparted to any one of the means for locomotion causes all the means. for locomotion to change their to an a1 respective positions with reference to each other, as well as with reference to the body of the vehicle, in a vertical as well as in a horizontal direction.

Still another object of the invention is to provide means whereby the individual means for locomotion are successively brought into accelerated contact with the irregularities encountered.

Still another and most important object of my invention is to provide a running gear especially adaptable to heavierand lighterthan-a-ir flying machines, enabling these machines to start from, alight on, and travel over rough and broken ground, rough water, snowfields and expanses of pack-ice and ether peculiar and unusually constituted surfaces, such as a flying machine may have to cope with in the course of extended cross country and trans-aquatic flights, without subjecting the machine to excessive shocks and vibrations, and obviating the possibility of nosing over, whenever in the run over the surface a considerable obstacle is encountered.

which are used in the plunge described,

amenable to considerable modifications as Y may be required by amplifications of design, withouthowever; exceeding the scope or affecting the spirit of the invention.

Reference is to be had to the following drawings, in which I Fig. 1 is a side-elevation of the running gear in. one of its embodiments, the means for locomotion being represented by wheels. to one of the means for locomotion by the Fig. 2 is a section of Fi 1.

Fig. '3 illustrates a pre a'rred embodiment of the shock-absorber used in various members of the running-gear.

Fig. 4 'is a lan view ofthe plunger used in the shock-a sorber shown in Fig. 3.

Fig. 5 is a detailed viewof a check-valve,

Fig. 6 is a diagram illustrating the action the running gear under various conditions fujlfil y described in the specification.

1g. lane in the act of landing. Fig. 8 shows the running gear'provided wlth floatsas means for locomotion and illustrates its action when progressing over rough water.

Fig. 9 shows ,the running gear provided a number of lt'kshows the running gear attached wlth skids and illustrates its action when 1 progressing over a surface of broken pack-, ice.

Fig. 10 shows a modification in the construction of the running gear, relating to the location of the shock-absorber.

Fig. 11 illustrates avariation in the arrangements of'the strut members, referred to in the text of the specification.

The running gear can be adaptedto any kind of vehicle. In the following description special attention has been paid to.1ts application to aerial vehicles, which often have to take .ofi'from' -and allght on rough and broken surfaces at a comparatively h gh speed. In such cases it is of the greatest 1mportance that the shocks occasioned by the lmpact be as much'as possible distributed over the entire chassis and also that these shocks be partially absorbed before being transmitted to the bodystructure of the flying machine. It is also of great importance that the rebound be reduced to a minimum. With theseendsnn view" the running gear comprises certain arrangements and combinations of which Fig. 1, shows a simple embodiment.

The brackets 1 1, 15. and 16, attached in a suitable manner'to the vehicle-body 10, have the bearings 17, 18 and 19 respectively, carrying the fixed axles-20, 21 and 22. Pivotally attached to the axle by the bearings 20 are the upper struts 23, slidingly and resiliently engaging by means of the shock-absorber 24 with the lower struts 23 which at their lower extremity are provided with the journals 25 carrying the wheelaxle 26 around which rotates the wheel hub 27 integral with the wheel 28.

The direction of forward motion of the vehicle, as indicated by the arrow, makes theaxle 20, the front body-axle and the wheel 28 the front wheel. 1

The rigid diagonal strut 30 is pivotally attached by the journals 34 at its lower extremlty to the front wheel-axle 26 and pivotally attached by the journal 31' to the body-axle 18. The diagonal strut 30 has the extension 32, forming an integral part with it, which is provided at its extremity with the journal 33, carrying the axle 35.

Pivotally attached to" the axle 35 by the journal 37 is the strut 36 slidingly and re s1l1ently engaging by means of the shockabsorber 38 with the lower strut 36 which is provided at its lower extremity with the journal 39 carrying the wheel-axle 40 around which revolves. the wheel-hub A];

integral with the wheel 42.

The horlzontal struts 43 connect the wheel-axles 26 and 40, being pivotally attached to them by means of the bearing ournals 44' and 45 respectively- Plvotally attached to the body-axlei 22 by the journal is the diagonal strut 46, slidlngly and resiliently engaging by means of the shock-absorber 47 with the lower diagonal strut 16* which by means of the journal .48 is plvotally attached to the wheel-axle 40.

Integral with the strut 46 is the extension 49 having the journal 51 at its upper ex tremity carrying the axle 52.

/ Pivotally attached to the axle 52 by means "The horizontal struts 6O connect the wheel-axlegAO and 57 to which they are .pivotally attached by means of the journals 63; and 62 respectively.

Referring to Fig. 2 it is seen that the running gear'is placed at one side of the body 10, which is depicted as broken ofl', and that the brackets carrying thebody-axles are attached by means of bolts to the bodyframe girders 11. It is understood that the Vehicle is provided with a separaterunning gear at either side and that these indiyidual running gears may be interconnected laterally in any suitable manner, provided these connections do not interfere with the indi vidual action of each running gear.

It is also understood that the vehicle may be provided with a combination of individual running gears arranged in any manner deemed expedient; for instance,'the vehicle may be provided with an individual running gear at eitherside of the body and am other one medianly disposed in advance or back of the other two, or there maybe an equal plurality, of individual running gears at each side of the vehicle-body. This combination 'again may be complemented by an individual running gear, in advance or back of the others, medianly disposed with respect to the vehicle body.

Since all members of the running gear.

and forth in the manner more fully de- A scribed hereinafter. It is of the greatest importance that the running gear should not be able to swing sideways, that is, in a direction transverse to the line of forward motion of the vehicle and with this end in view the brackets 147-14, 15-15 and 16-16 have been spaced far apart in a lateral sense to allow the use of long bodyaxles, thus providing a broad supporting base for the struts leading from these axles to the means for locomotion. V

From an examination of Fig. lit is evi-' dent that the struts composing the connecting members of the running gear can be differentiated into vertical struts, diagonal struts and horizontal struts and they will be referred to as such hereinafter. It is hereby pointed out that these appellations serve merely as an approximate indication of their general position with respect to the vehicle and that the terms horizontaPand vertical are'not to be taken literally since a considerable deviation from the implied direction may in 'many instances be found expedient. 1 1

In Fig.- 2 the strut 4:6 is represented as forked at the lower end to enable it to receive the wheel-hub. This construction need not necessarily be adhered to throughout the running gear? The struts may be either forked at their extremities or else may run in duplicate pairs as is the case with the

struts

36 and 36 Suitable combinations of single forked struts and dupli cate parallel struts may also be employed.

the resilient and telescoping If necessary each pair of duplicate parallel struts may be braced together laterally, to insure an equal and simultaneous action of the shock-absorbers. It is understood that, if a pair of duplicate parallel struts is used in place of a single forked strut containing a shock-absorber, both struts of the pair will be provided with a shock-absorber.

height. .The body-axles may also be contained inside the body, allowing its sides to come down over the running gear, which will thus be partially concealed. It is desirable to have at least one longitudinal frame-member for, each side of therunning gear, since one of the functions of .the running gear is the distribution of shocks over the body-frame. This particular construction need however not be strictly adhered to and any other suitable design of bodyframe may be adopted.

The f ertical struts 23, 36-and 54 are and the diagonal strut 46 are shown in the drawing as consisting of two sections each: an upper section slidingly and resiliently engaging with a lower section bearing the same numeral with the index a appended.

The way in which the two sections engage I is shown in Fig.3. The upper strut-section 36, preferably consisting of hollow metal tubing, fits slidably inside thelower strutsection 36. The cylinder 64'pa rtially encloses the extremities of both the upper and the lower section, being securely fastened to the upper strut-section by the collar 66 of the cylln'der-head forming an integralpart of the cylinder 64. The cylinder bot, tom-plate 67, also an integral part of the cylinder, is provided with the packing-gland 68 which fits slidingly around the lower strut-section 36. The plunger 69, fitting slidingly inside the cylinder"64,is securely fastened around the strut-section 36. The coilspring 70, encompassing both struts, is compressedly interposed between the plunger and the cylinder-head 65. The cylinder is entirely filled with an incompressible and preferably viscous fluid, 71, such as oil.

Fig. 4 shows the plunger 69 provided with- V the perforations 73 and the check-valves 74,

,which are depicted in detail in Fig. 5,in'

which the valve cage 75 in threaded enga ement with the plunger has the openings 6, the valve-stem 77 with the stop collar 78, the valve-head 79 fitting into the seat 80 formed by the flaring out of the perforation 74:. Thearrow indicates the direction in which ning gear.

the fluid contained in the cylinder is ableto pass through the valve, by lifting the 'valve-head\ 79 until stopped by the valve stop '78. I; do not limit myself to this particular device and any other device giving similar functional results may be employed.

The action ofthe running gear has been diagrammatically represented in Fig. 6, in which the body-axles are designated by the letters A, C and F, respectively, the wheelaxles by the letters B, D and G, respectively and the diagonal strut-extension axles by the letters E and H. The

indices

1, 2 and 3 appended to the above characters designate the successive positions of the axles and, consequently, of the struts which connect them. Forthe purpose of illustration it has been assumed that the running gear serves as the landing gear of an airplane and the means for locomotion are represented by wheels, the centers of which, when the landing gear is hanging free, are situated in a straight line sloping rearwardlyupward, forming an acute angle with the horizontal line through the centers of the body-axles;

the foremost wheel thus being lowest withreference to the body of the machine.

The full lines represent the running gear in its normal position when no load is being applied to the wheels, as would be the case when the airplane is clear of the ground. The airplane is assumed to be in the act of landing on rather rough ground and the front wheel B meets with a protruding unevenness of the surface, such as 'a hillock or a rock. I

The lmpact produces an axial load 1n the strut AB, the shock being partially absorbed by the shock-absorber with which the strut is provided, causing the strut to be shortened. Referring to Fig. 3 it is obvious that the lower strut will be pushed upward, sliding sleeve-Wise over the, upper strut and carrying with it the plunger 69. The cylinder being securely fastened to the upper strut will retain its is slidingly forced through the packinggland 68. The incompressible fluid contained within the cylinder will be'forced through the holes 73 of the plunger and at the .same time the coil spring will be compressed. One of the purposes of the shockabsorber is to absorb the shock at a comparatively slow rate so that part of the load can be instantly transmitted to the other members of the running gear. The perforated plunger serves as a means to retard the action of the coilspring thus insuring the distribution of the load through-the entire run- The diagonal strut BC, beingipivoted at position and the lower strut C, compels the wheel-axle B to move in a For the purpose of strut AB has been shortened to the length AB and the position of the wheel-axle B therefore retains its original length. As the angle of the strut BC with reference to the body has been changed, the point E of the extension CE has been lowered, as has also, in consequence, the point D. At.the same time this point has been pulled forward by the horizontal connecting strut BD. Therefore the resultant position of D is now D To make this position possible, the diagonal strut DF had to be lengthened; The shock absorber in this strut will therefore, in this instance, act in a direction opposite to the one in the front strut and'for this reason the coilsprlngs in the cylinder are introduced on assembling under a slight initial compression, so that the lengthening of one strut may not interfere with the shortening of the others.

The angle of the strut DF with reference to the body will be changed and consequently the point Eat the end of the extension FH will be lowered. The wheel G has not touched the ground as yet and therefore, there being no axial load on the strut GH, this strut will retain its original length. The wheel G however, will move forward by reason of its being connected to the wheel,

D by the strut DG, and at the same time it Will rotate ina'circular arc of the radius HG. The new position of the point G is now G The shaded line S represents the surface at the moment the,front Wheel touches the ground and shows the irregularity this wheel 1s about to encounter. The shaded line S represents the surface after the front wheel has come into contact with the irregularity.

An examination of the diagram reveals plainly how the front wheel has been raisedby the-front strut shock-absorber, and at the same time the reaction has" caused the next wheel tolower itself behind the irregularity of the surface? The 'weight 'imposed on. the

front wheel has thus caused the'entire run"- ning gear to change its conformation to the exclusion of any appreciable rebound.-

The center wheel will next come in contact with the irregularity-and there will be an axial load on'the strut DE. The. shock is partially absorbed by the shock-absorber in this member which will be correspondingly shortened. Since the greater part of v the weight is now taken by the center wheel,

having been removed from the front wheel, the front strut actuated by the coilspring of its shock-absorber, will tend to lengthen itself, while still in contact with ground, but

p now on the forward slope of the irregularity.

For the purpose of illustration it has been assumed-that the wheel D has been forced upwardto the position D the length of the strut DE being now D E The position of the front wheel B is determined by the non- Variable lengths BE and BD, making B the corresponding new position. The relative positions of the elements of the'running gear for this second case are indicated by the dot-and-dash lines.

At the moment the wheel D reaches the obstacle there isstill no load on the rear.

wheel G and the strut GH therefore retains its original length. The strut length DF has been shortened and'its angle withrespect to the vehicle body has been greatly reduced, bringing the point H to the position H and the corresponding position for the wheel G is now G With respect to the vehicle-body, the wheel D has again been raised whereas the frontand rear-wheels have each been lowered. The wheels B and D are now each in contact vfith the ground and the rear wheel G is about to come in contact. The position of the wheels relative to each other has been modified so that the center wheel is now higher than either the front or the rear wheel.

The shaded line S represents the surface of the ground, showing plainly how the front wheel is now in contact with the forward slope of the irregularity, the center wheel on the apex of the same and the rear Wheel about to establish contact with the surface. The body of the vehicle is noticeably nearer to the wheels, which indicates that the body has again settled, the brunt of the shock being absorbed by the shock-absorber in the strut DE, while the shock is also partially transmitted to the front shock-absorber, but in a reverse dirtztion. The 'rebound is therefore transmitted from one shock-absorber to the other.

As the vehicle moves forward, the wheel G will next come in contact with the irregularity of the surface and the resulting axial load in the member GH will cause this mem I ber to be shortened while the shock is partransferred from thewheel, D to the wheel G and since in addition the member DH acts as a lever with the point F as a fulcrum the jected to shock, their motion being are now B D and G locomotion with reference to the bod 'reason of this forward-bufle'r-Eke motion the; means for locomotion to the rear of the onestrut D E will be lengthened, partly as a result of the action of the coilspring in its shock-absorber and artly through the down ull of the str'et D While the wheel D will e kept in contact with the ground.

The front wheel B will be likewise brought 1 down and the new positions of the wheels The position of the struts is indicated on the diagram by the dot-dot-dash' lines. 'The shaded line S represents theground surface and it is seen that the rear wheel is now at the top of the irregularit while both the center and front wheels are in contact with the ground on the forward slope of the irregularity. With reference to the body the rear wheelis now higher than the other wheels, but with reference to each other all these wheels are nearly in a straight line and the struts BA and DE have nearly regained: their original lengths and positions.-

From a study of the diagram, as described above, it is obvious that the general action of the running gear. is such as to progressively conformitself to the irregularities of the surface and that the shock of landing is progressively absorbed by and transmitted to the other members of the running-gear and, consequently, to the vehicle body, the lever-like action -of the pivoted diagonal members controlling the reactionary movement of those wheels which are notsubalways opposite in direction to that of t e wheel which is momentarily subjected to the greatest load. In the particularembodiment described and illustrated in Fig. 6, the controlling member of the running gear is the front diagonal strut BC with its extension CE. It is of importance-that this-member be absolutely. rigid since its oscillations control the forward movement of all the means for subjected to shock will meet .the obstacle half way and at the same time the angles of the vertical struts with respect to the body will be modified to the extent of insuring the greatest axial load at the moment of coming in contact with the surface, and therefore the greatest possible action of the shock-absorbers.

As has already been explained, the forcing upward of the wheel B will result in a downward motion of the wheel D. In the above description it has been assumed that as there is no load on the strut D E, this strut will retain its original length. This however, is not strictly so, for a lengthening of the strut D13 is essential in order to permit the forward motion of the wheel D, w ith the result of causing a slight axial load in the member DF, which will, as a consequence, be

slightly shortened. As it is desirable 'to :-Vantage can be neutralized by making the extension. CE sufliciently long to insure an adequate arc of travel for the point E.

In Flg. 1 the diagonal strut extensions have been shown as being at a slight angle to the diagonals to whichthey appertain. This construction is preferable to the straight extensions since the up-and-down' movement of the points E and F will thereby be accentuated. The straight extensions shown in Fig. 6 however illustrate the action with sufficient clearness.

A fourth wheel J has-been shown in light dotted lines in addition to the other three wheels, the positions J 2 and J 3 corresponding with B D arid G and B", D and G respectively.

It is apparent that the movement of the 'wheel J ,with reference to the wheel G is similar to thatof' the wheel G. with reference 7 to the wheel D. Any number of wheels can be employed in a fore-and-aft sequence and I do not limit myself to the number shown in the drawings. Two wheels maybe used as well as three or five or more. however the controlling member is the rigid diagonal strut, for reasonsalready stated.

It is important that the struts, as soon as the axialload upon them is diminished or removed, should be able to quickly lengthen "themselves again, s6 that the struts from which the load is being removed do not inteffere with the action of those struts which are in order of being compressed. The

shock-absorber should therefore act' com- .paratively slowly under a compression load and respond much more readily to-a tensional force demanding a lengthening of the struts. This has been achieved by provalves already described, which matic'allyprovide a greater number of pas sages for the oil toflow through on the downward stroke,- thus diminishing the retarding action of the perforated plunger. The check-valve employed for this purpose need not necessarily be of the type shown in the drawing; a ball check-valve or any other device answering the purpose may be substituted with equal results. It is imperative that the shock-absorber cylinders be entirely filled with oil or a similarly viscous fluid to prevent a sudden acceleration in the shortening of the struts under load, which would occur, for instance, when the top of the plunger were to emerge from theoil; moreover, the inclined position of the struts demands a completely filled cylinder in order In each case 'viding the plungers' 69 with the checkautothe plunger. A certain amount of leakage through the packing-gland is liable to occur,- and it is understood, although not shown on the drawings, that the shock-absorber is pro- I that when telescoping strut-members are employed suitable provision is made to prevent leakage of oil down into the struts. It is also implied that provision is made to obviate any compression of air inside the tubular struts which might interfere with the 4 working of the shock absorber, and suitable air valves or perforations inthe struts are understood to be employed.

Certain variations may be introduced 1n the arrangement of the principal elements of the running gear. In Fig. 1 the shockabsorbe 24 is shown as placed intermediate the b0 y-axle 20 and the wheel-axle 26. The required action of the strut 23 can however also be obtained by placing the* shockabsorber in the body-axle and making it part thereof. This arrangement is shown in Fig. 10. The strut 24, provided with the perforated plunger 69, which has the checkvalves 74, slides inside the oil-filled cylinder 81 to which the axles 82 are securely fastened. These axles turn in the bearings 17 of the brackets 14 which are fastened in a suitable manner to the body 10. The cylinder has'the packing glands 68 at the top and bottom, allowing the strut to slide up and down. The coilspring 70 is interposed between the plunger and the cylinder head. This arra'ngementobviates the necessity of making the strut in two sections which are in sliding engagement with each other. The

construction of the cylinder however will be 105, theelevators 106 and the rudder 107.

The fuselage is provided withlthe tractor airscrew 108, the powerplant being inside the fuselage and not shown. The airplane is thus of the usual type and it is understood that the collective landing gear consists of two units, one at either side of the fuselage and each one like the running gear shown in frame 109, the fulcrums being just at the bottom of the frame. They can also be placed higher up inside the fuselage and the location of the running gear may be so arranged that only the wheels protrude outside the body, an arrangement which has the advantage 'of reducing the air-resistance offered by the members of the running gear. Another modification would be attaching the running gear to suitablybraced Outriggers at either side of the fuselage, the upper portion of the gear being protected by a streamlined cowl.

It is obvious that inasmuch as there is a great variety of designs for airplanes, a particular design may directly affect the location of the running gear. The units may have to be placed a considerable distance away from the fuselage and may have to be direct-1y attached to the wing-structure, which in that case will then be provided with special bracing to take care of the landing stresses. The number of running-gear units is of course by no means restricted to two, but may vary from two to any number required by the design ofthe airplane. The

number of means for locomotion in each running-gear unit may also vary from two to any number compatible with the design of the airplane. y

It may in some instances be desirable to remove the'entire running gear as a unit from the body of the vehicle or from parts pertaining thereto, in which case the strut members will be attached to a special member removably attached to a rigid portion of the vehicle and I purposely differentiate between means for locomotion attached to the vehicle in the manner described and means for locomotion similarly attached to a member removably attached to a rigid portion of the vehicle, the latter arrangement constitut ing a removable running gear.

Fig. 8 represents a combination of an airplane with a hydroglider, including the body 120, the wings 121 attached to the body and the pusher-screw 122, connected to the powerplant inside the body. The balancing and steering surfaces are not shown in the drawing, but it is understood that the machine possesses all the elements constituting it an operative whole.

The machine is provided with a running gear in which watertight floats serve as means for locomotion enabling it to rest on land or skim along and take off from the sur* face of the water.

The floats 123-are placed in a fore-and-aft sequence and possess a flat or V-shaped hydroplaning bottom, curving upward at the front, and meeting the forwardly slantwise truncated rear end of the pontoon.

The structural elements of the hydrorunning gear and their interrelation are similar to those of the land-running gear already described, comprising the body-

axles

124, 125

and 126, the so-called vertical struts 127,

'- siliently engaging with the lower section 135 by means of the shock-absorber 136. The floats are attached to the vertical struts inthe following manner:

To the top surface or deck of the float are fixed the vertically slotted guides'137 and 138 slidingly engaging with the horizontal

transverse pins

139 and 140; respectively, of the horizontal strutor brace 141. The springs 142 attached to the-deck of the float and the brace 141 keep the last two named elements in resilient relation. At the point of intersection ofthe lower vertical strutwith the brace 141 is fixed the lower axle 143. The

diagonal braces

144 and 145 are rigidly attached to the brace 141 and to the lower vertical strut. The same mode of attachment applies to the other floats, the

horizontal struts

146 and 147 pivotally interconnecting the lower axles. This running gear differs from the one previously described in that the lower struts are provided with'a rigid longitudinally extended base permitting a stableattachment for the elongated floats. In all other'essentials the arrangement of the elements conforms with that of the land running follows:

' When the hydro-vehicle is driven along progress and the longitudinal stability of the vehicle-are not greatly-affected. If thewaves however, attain considerable proportions,-

the pontoons or floats with which the hydrovehicle is provided, wilPhave a tendency to nose into the waves since "the great speed of gear. The actionof the floats is as.

the machine does not allow of an easy riding over them as would be the case with a boat.-

Especially in the case of a flying machine trying to effect a landing on rough water there will be considerable danger of a sudden check in speed with an attendant possibility of the. entire machine nosing over and coming to grief, which can only be avoided by the exercise of considerable skill on the part of the pilot.

To meet these adverse contingencies, the float or pontoon, instead of being made in one continuous piece, as is the usual practice, has been divided lengthwise into several units, each unit constituing a float by itself, movable with respect to the body of the vehicle and to each other.

The floating means, constituting also the means for locomotion, are attached to the bod of the hydro-vehicle in the 'manner alrea y fully described.

Referring to Fig. 6, it has been explained that when the shock is taken by the front vertical strut, this strut by reason of its pivotal connection with the front diagonal strut will swing forward, thereby diminish ing its angle with res ect to the body of the machine. The front oat, being attached to this strut in the manner described, will .con-

sequently alter the angle of its planing surface with respect to the horizontal in a like degree and will make it conform to a certain extent with the slope of the wave which it meets. The center float is simultaneously lowered and swung forward with an attendant increased forwardly upward inclination, its planing surface thus meeting the surface of the water at an angle of incidence adapted .to the slope of the wave. This prevents the float from nosing into the wave and to a great extent obviates shock and retardation of forward motion. The same action applies to the rear float. WVhen the center float is on the crest of the wave, the front and rear floats will present a lesser angle to the horizontal than the center float and at the same time be lower than the center float with reference to the body of the vehicle. The collective floating means, therefore conforms itself to the surfaceof the water and bends itself over the'.w-aves in the same manner as the wheels of the land-running-gear follow the irregularities of the ground. The initial position of the floats is'preferably such that when the running gear is hanging free, the floats are pointing slightly downward, so that when the floats are resting on or running over the water with all struts taking the load in equal proportion, the floats will be in li ne horizontally. posed between the deck of the floats and the horizontal braces in conjunction with the vertically slotted guides and guide pins, allow the floats to adjust themselves to minor disturbances in the surface of the Water and The springs interconnecting struts shown in Fig. 8 are curved downward at their extremities, thus raising these struts and thus allowing the nose of the floats to clear them even in extreme positions. A variation of this mode of connecting is shown in Fig. 11.

The position of the pontoons in a fore-andaft sequence depends largely on the size and the design of the hydro-vehicle. They can be placed at considerable intervals or as close together as theirrnoveinent will allow. In either case the result is the same:' the c0llective means for locomotion conform themselves to the irregularities of the surface and at the same time any danger of their nosing intothe waves is obviated by the automatically increased angle of incidence of'their' planing surfaces.

Should the pontoons be placed far apart, it may be found expedient to substitute a succession of toggle-like means in the place of the diagonal single lever-means described.

The running gear in which floats serve as means for locomotion can be applied toa hydro-glider as well as to an airplane and it is understood that Fig. 8 serves as an illustration for both cases.

Fig. 9 shows the running gear provided with the skids 150 which are attached to the vertical struts in substantially the same man- 'ner as the floats in the preceding case and the action of the skids as regards their relative movement is in all respects similar to that of the floats. The skids are employed when a landing on or a take-off from a roughand slippery surface is required, such as is the case, for instance on snow fields and expanses of broken pack-ice. The skids are curved upward at their front end to obviate any chance of their catching in the irregularities of the surface.

Another type of means for locomotion more especially adapted to runnin over lowe sandy soil or soft marshy groun where a broad tread is required tov prevent the vehicle from sinking in, as the caterpillar tractor. In this case the running gear in all its essential features will be the same as the one provided with floats or skids; the caterpillar belt runs over two wheels or pulleys the axles of which are connected by a brace which is either rigidly or pivotally attached to the vertical strut, as is the case with the braces 141 described in the float atachment. The

entire running gear unit will then present a series ofcaterpillar tractors in a foreand aft sequence in the same fashion as the hydrogear presents a series of floats.

From the above description it is evident that the running-gear with its various modications can be applied to any kind of vehicle. As already pointed out it is especially useful infl ing machines. Although especial stress has en laid on its application to airfor locomotion may constitute the floating means as well as the means for hydro-planing over the surface, or a combination of both.

I wish it to be undersood that the term running gear does not necesarily imply a running gear in supportingrelation to the vehicle body and that the term in its broader sense includes any arrangement tending to facilitate and lessen the friction of a vehicle progressing along a surface in vertical, lateral or other relation thereto and depending on this surface for guidance, and I have ac cordingly differentiated these conditions in the appended claims.

Having thus fully described my invention,

I claim a 1. In a vehicle, the combination with a rigid portion of the vehicle, of a plurality of means for locomotion disposed in a foreand-aft sequence, and means attachingly connecting said means for locomotion with one another and with said rigid portion of tion of the vehicle, a plurality of fore-andaft struts attached to and interconnecting said normally disposed struts, and a plurality of diagonal struts attachingly connecting each of said normally disposed struts, with the extremity nearest the vehicle of the next normally disposed strut, each of said diagonal struts being attached at a point intermediate. its extremities to said rigid portion of the vehicle.

2. In a vehicle, the combination with a rigid portion of the vehicle,,of a plural1ty of means for locomotion disposed m a foreand-aft sequence, and means attachingly connecting said means for locomotlonwith one another and with said rigid portion of the vehicle in supporting relation thereto, sald means comprising a plurality of substant al- -ly vertical strut each of said struts being respectively atta bed at its lower extremity to each of said means for locomotion and one of said vertical struts being attached at its upper extremity to said rigid portion of the vehicle, a plurality of substantially horizon-v tal fore-and-aft struts interconnecting said vertical struts, and a plurality of diagonal struts attachingly connecting each of said vertical struts, with the u per extremity of the next vertical strut, eac of said diagonal struts being attached at a point intermediate its extremities to said rigid portion of the vehicle.

3. In a vehicle, the, combination with a rigid portion of the vehicle, of a running gear comprising a rigid frame-like member removably attached to said rigid .portion of the vehicle, a plurality of means for locomotion disposed in a fore-and-aft sequence, a plurality of struts substantially normally disposed. to said ri 'd frame-like member, each of said normal y disposed struts being --respectively attached at its extremity remote from the vehicle to each of said means for locomotion, and one of said normally disposed struts being attached at its opggsite extremity to said rigid frame-like mem r, a plurality of fore-and-aft struts,substantialy parallel to said rigid .frame-like mem ber attached to and interconnectin said normally disposed struts, and a plum ity of diagonal struts attachingly connecting each of said normally disposed struts, vwith the in-' nermost extremity of the next normal strut,

each of said diagonal struts being attached at a point intermediate its extremities to said rigid frame-like member.

4. In a vehicle, the combination with a rigid port-ion of the vehicle, of a running gear comprising a rigid frame-like member vremovably attached to said rigid portlon of the vehicle, a plurality of means for 10- ,comotion disposed in a fore-and-aft sequence, and means attachingly connecting said means for locomotion with one another and with said rigid frame-like member in supporting relation to the vehicle, said means comprising a plurality of substantially ventr cal struts, each of which being respectively attached at its lower extremit to each of said means for locomotion, an one of said vertical struts being attached at its upper extremit to saidmigid frame-like member,

a plurahty of substantially horizontal fore-' and-aft struts attached to and interconnecting said vertical struts,- and a plurality of diagonal struts attachingly connecting each of said vertical struts, with the upper extremities of the next following vertical struts, each of said diagonal struts being attached at a point intermediate its extremi ties to said ri 'd frame-like member.

5. In a vehicle, the combination with a rigid portion of the vehicle, of a plurality of means for locomotion disposed in aforeand-aft sequence, and means pivotally and swingingly attaching and resiliently connecting said means for locomotion to and with 3116 another andto and with said rigid portion of the vehicle, said means comprising a plurality of struts provided with shock-absorbing means, disposed substantially normally to the fore-and-aft-axis of the vehicle, each of said normally disposed struts being pivotally attached at its extremity remote from the vehicle to each of said means ,for

locomotion respectively, and one of said-normally disposed struts being pivotally attached at its opposite extremityto said rigid ortion of the vehicle in resilient relation .t liereto, a plurality of fore-and-aft struts pivotall attached. to and interconnecting said norma ly disposed struts, and a plurality of diagonal struts, provided with shock-absorbing means, pivotally, attachingly and. resiliently connecting each of said normally disposed struts, with-the extremity nearest the vehicle of the next normally disposed strut,

each of said diagonal struts being pivotally attached at a point intermediate its extremities to said rigid portion of the vehicle,

6. In a vehicle, the combination with a rigid. portion 'of' the vehicle, of a plurality of means for locomotion disposed in a fore-and-aft sequence, and means pivotally and swingingly attaching and resiliently connecting said means for locomotion to and with one another and to and with said rigid portion of the vehicle in resilient supporting relation thereto, said means comprising a plurality of substantially verticaly disposed struts provided with shock-absorbing means, each of said vertically disosed struts being pivotally attached at its ower extremit to each of said means for locomotion, an one of said struts being pivotally attached at its upper extremity to said rigid portion of the vehicle in resilient re-' lation thereto, a plurality of substantially horizontal fore-and-aft struts pivotally at--' tached to and interconnectin said vertical struts, and a plurality of diagonal struts, provided with shock-absorbing means, piv-' 'otal'ly, resiliently and attachingly connect- -ing each of said vertical struts, withthe rigid frame-like member, each of said nor-' mally dispoged struts being pivotally attached, at s extremit fremote fromythe vehicle to each of sa1d means for locomotion respectively, and one of said normally disposed struts being pivotally attached at its opposite extremity to said ,rigid trams-like member in resilient restruts, substantial lation thereto, a plurality of fore-and-aft parallel to said rigid frame-like member, pivotally attached to and interconnecting said normally disposed struts, and a. plurality of diagonal struts,

provided with shock-absorbing means, pivotally attached to and resiliently connecting each of said normally d1sposed struts, with the innermost extremity of the next normally disposed struts, each of said diagonal.

struts being pivotally attached at a point intermediate its extremities to said rigid frame-like member.

8. In a vehicle, the combination with the rigid portion of the vehicle, of a runninggear in resilient supporting relation thereto,

said running gear comp rlsing a ri id framelilre. member removably attache to said rlgid portion of the vehicle, a plurality of means for locomotion disposed in a fore-andaft sequence, a plurality of substantially ver tical struts provided with shock=absorbing means, each of said vertical struts belng pivotally attached at its lower extremity to each of said means for locomotion respectively, and one of said vertical struts being pivotally attached at its upper extremity to said a rigid frame-like member in resilient rela- ,rigid portion of the vehicle, of two means for locomotion disposed in a fore and aft sequence and means attachingly connecting said means for locomotion with one another and withsaid rigid portion of the vehicle in supporting relation thereto, said means comprising two substantially vertical struts, each of which being attached at its lower extremity to one of said means forlocomo- .tion respectively, one of said vertical struts being attached at its upper extremity to said rigid portion of the vehicle, a substantially.

horizontal foreand aft strut interconnecting said vertical struts, and a diagonal strut att-achingly' connecting one of said vertical struts, with the upper extremity of the other 'vertical'strut,'said diagonal strut being attached at a point intermediateits extremities to said rigid portion of the vehicle.

* 10. In a vehicle, the combination with a rigid portion of the vehicle, of a running gear comprising a rigid frame-like member removably .attaghed to said rigid portion of the vehicle, two means for locomotion dis-- posed In a tore'and aft sequence two struts substantially normally disposed to said rigid frame-like member, each of said normally disposed struts being respectively attached at its extremity remote from the vehiclebody to one of said. means for locomotion, one of said normally disposed struts being attached at its upper extremity to said rigid frame-like member, a fore and aft strut substantially parallel tosaid rigid frame-like member attached to and interconnecting said normally disposed struts, and a diagonal strut attachingly connecting one of said normally disposed struts, with the innermost extremity of the other normally disposed strut, said diagonal strut being attached at a point intermediate its extremities to said rigid frame-like member.

11. In a vehicle, the combination with the rigid portion of the vehicle, of a running gear,c omprising a rigid frame-like member removably attached to said rigid portion of the vehicle, two means for locomotion dis posed in a fore and aft sequence and means attachingly connecting said means for locomotion with one another and with said rigid frame like member in supporting relation to the rigid portion of the vehicle, said means comprising two substantially vertical struts, each of which being respectively attached to each of said means for locomotion, one of said vertical struts being attached at its up per extremity to said rigid frame-like member, a substantially horizontal fore and aft strut attached to and interconnecting said vertical struts, and a diagonal strut attachingly connecting one of said vertical struts, with the upper extremity of the other vertical strut, said diagonal strut being attached at a point intermediate its extremities to said rigid frame-like member;

12. In a vehicle, the combination with a rigid portion of the vehicle, of two means for locomotion, disposed in a fore and aft sequence, and means pivotally, and swingingly attaching and resiliently connecting said means for locomotion to and with one another and to and with said rigid portion of. the vehicle, said means comprising two struts provided with shock-absorbing means, disposed substantially normally to the fore and aft axis of the vehicle .each of said normally disposed struts being pivotally attached at its extremity remote from the vehicle to each of said means for locomotion respectively, one of said normally. disposed struts being pivotally attached at its 0 posite' extremity to said rigid ortion o the vehicle in resilient relatlon t ereto, a fore and aft strut pivotally attachedto and interconnecting said normally disposed struts, a diagonal strut pivotally attaching and resiliently connecting one of *said normally disposed struts, with the extremity nearest the vehicle of the othennormally dis 'osed'j strut, said diagonal strut being -pivotal y-ati 1 35 provided with shock-absorbing tached at a oint intermediate its extremities to said rigi portion of the vehicle.

I 13. In a vehicle, the combination with the rigid portion of the vehicle, of two means 6 for locomotion disposed in a fore and aft sequence, and means pivotally and swingingly attaching and resiliently connecting said means for locomotion to and with one another and to and with said rigid portion 10 of the vehicle in resilient supporting relation thereto, said means comprising two substantially vertical struts provided with shock-absor ing means, each of said vertical struts being pivotally attached at its lower extremity to each of said means for locomotion respectively, one of said vertically disposed struts being pivotally attached at its upperextremity to said rigid ortion of the vehicle in resilient relation t ereto, a substantially horizontal fore and aft strut piv-- otally attached to and interconnecting said vertical struts, and a diagonal strut ivotally and attachingly connecting one 0 said vertical struts, with the upper extremity of the other vertical strut, said diagonal strut being pivotally attached at a oint intermediateits extremities to said rigid portion of the vehicle.

14. In a vehicle the combination with a rigid portion of the vehicle, of a running gear comprising a rigid frame-like member removably attached to said rigid portion of the vehicle, twovmeansfor locomotion disposed in a fore and aft sequence, two struts means, -normall disposed to said rigid frame-like mem er, each of said normally disposed struts being pivotally attached at its extremity remote from the vehicle to'each of 40 said means for locomotion respectively one of said normally disposed struts bein pivotally attached at its upper extremity to said rigid frame-like member in resilient relation thereto, a fore and aft strut substan- 4.3t1ally parallel to said rigid frame-like member pivotally attached to and interconnecting said normally disposed struts and a diagonal strut ivotally and attachingly connect ng one or said normally disposed struts,

.50 with the innermost extremity of the other normall disposed strut, said diagonal strut bemgpivotally attached at a point intermethate 1ts extremities to said rigid framelike member.

1 5. In a vehicle the combination with a rigidportion of the vehicle, of a. running gear n resilient supporting relation thereto,'sa1d runnin gear com rising a rigid frame-like mem er remova ly attached to '60 said rigid portion of the vehicle, two means for locomotion disposed in a fore and aft sequence, two' substantially vertical struts provided with shock-absorbing means,

each ofsaid vertical struts being pivotally attached at its lower extremity to each of said means for locomotion respectively, one of said vertical struts being pivotally attached at its upper extremity to said ri id frame-like member in resilient relation thereto, a substantially horizontal fore and aft strut pivotally attached to and interconne.ting said vertical struts and a diagonal strut pivotally attached to and resiliently connecting one of said vertical struts with the upper extremity of the other vertical strut, said diagonal strut being pivotally attached at a point intermediate its extremities to said rigid frame-like member.

. 16. In a vehicle the combination with the rigid portion of the vehicle, of a running gear in resilient supporting relation thereto, said running gear comprising a rigid framelike member removably attached to mid rigid portion of the for locomotiondisposed in a fore and aft sequence, three substantially vertical struts provided with shock-absorbing means, each of said vertical struts being attached at its lower extremity to each of said means for locomotion respectively, one of said vertical struts being pivotally attached at its upper extremity to said rigid frame like member in resilient supporting relation thereto, substantially horizontal fore and aft struts pivotallyattached to and interconnecting said vertical struts and diagonal struts pivotally attached to and interconnecting each of said vertical struts, with the upper extremity of the next following vertical strut, said diagonalstruts being pivotally attached at a point intermediate its extremities to said rigid frame-like member, and being also in resilient relation to said vertical struts.

1 7. In a vehicle, the combination with a rigid portion of the vehicle, of a running vehicle, three means gear comprising a rigid frame like member removably attached to said rigid portion of the vehicle, three means for locomotion disposed in a fore and aft sequence mounted on substantially vertical pivotally and swingingly interconnected strut members in pivotal and swinging supporting relation to said rigid frame like member, lever-connections between each consecutive pair of said vertical strut members, pivotally attached to said ri id frame-like member, and resilient means eeping all'of said strut members in swingingly movable relation.

18. In a vehicle running gear including pivotally and relatively movably interconnected strutmembers associated. with means for locomotion in resilient relation to a rigid portion of the vehicle andlever connections pivotally attached to said rigid portion of the vehicle associated with said strutmembers, the combination of a strutmember, two other elements movably connected by said strutmember, and acceleratingly expanding and retardingly compressing re-, silient shock-absorbing means keeping said strutmember and said elements in resiliently movable, shock-absorbing and shock-transmitting relation, said means comprising a receptacle connected to one of said elements, a body of preferably viscous incompressible fluid confined within said receptacle, a piston slidingly received within said receptacle and connected to said strutmember, valve means in said piston automatically and alternately restricting and facilitating the movement of said piston in said incompressible fluid, and resilient shock-absorbing means associated with said elements.

19. In a vehicle running gear in swingingly movable, shock-absorbing, shock-transmitting supporting relation to a rigid portion of the vehicle, the combinationof two Wheels disposed in a fore-and-aft sequence,

mounted on the lower extremity respectively of substantially vertical strutmembers, the foremost of sald strutmembers being plvotally and swingingly in a fore-and-aft sense agonal strutmember pivotally attached at a point intermediate its extremities to said rigid portion of the vehicle or to members pertaining thereto, said diagonal strutmember being pivotally attached at its lower ex tremity to said foremost vertical strutmember preferably at or near the point of attachment of said horizontal strutmember, and pivotally connected at its upper extremity with the upper extremity of the rear vertical strutmember, and retardingly compressing and acceleratingly expanding resilient shock-absorbing means associated with and tending to kee said rear vertical strut-' member in resilient y movable, shock-absorbing and shock-transmitting relation with said lever means and with the rigid portion of the vehicle, said combination having for its object the adaption of the means for locomotion as a collective entity to the inequalities of the surface with an attendent neutralization of the rebound produced by shocks, said adaption being achieved by allowing the frontwheel to swing u ward and forward in a circular arc aroun the ivotal center of said diagonal lever means, the shockof the impact being absorbed by the resilient means osiassociated with the foremost strutmember,

the pivoting lever bringing the rear wheel down behind the obstacle while at the same time said rear wheel is pulled forward by the horizontal strutmember in buffernke re lation to the approaching obstacle, the rebound from the impact on the front Wheel being thus instantlv taken up by the shockabsorbing device'associated with the rear strutmember. The frontwheel having passed over the obstacle, the rear wheel will then be subjected to impact and the process of transmitting the shock and absorbing the rebound take place in the reverse direction, the

acceleratingly expanding shock-absorbing means enabling the struts'to quickly regain their original length the moment the excess load due to impact is removed from them, substantially as described in the specification.

20. 'In a vehicle, the combination with the rigid portion thereof, of a running gear comprising three wheels disposed in a fore-andaft sequence, substantially vertical strut-like members on which said wheels are mounted, the fore-most of said vertical members being pivotally and swingingly in a fore-andaft sense connected to the rigid portion of the vehicle in a manner excluding lateral motion,'resilient )shock-absorbing means associated with and tending to keep said foremost vertical strut-member in resiliently movable, shock-absorbing and shock-transmitting relation to the rigid portion of the vehicle, members pivotally attached to and spacingly interconnecting each consecutive pair of vertical members. lever-means interconnecting each consecutive pair of vertical members in compensatingly movable relation to one another, said lever-means comprising a rigid diagonal member pivotally attached intermediate its extremities to the rigid portion of the vehicle or to members pertaining thereto. said rigid diagonal member being at its lower extremity attached to the fore-most vertical member, and at its upper extremity to the upper extremity of the intermediate vertical member, a second diagonal member pivotally attached interme-- diate its extremities to the rigid portion of the vehicle, said second diagonal member being at its lower extremity pivotally attached I to the intermediate vertical member and at mediate vertical member, and resilient shockabsorbing means associated with and tending to keep said intermediate and'rear-most vertical members inshock-absorbing, resilientlv movable relation with the elements which they connect.

, JOHN D. IVAN VLIET.