US1953687A - Automobile jack - Google Patents

Description

April 1934' r J. L. NEIDLINGER ET AL 53,687

AUTOMOBILE JACK Filed Jan. 30, 1932 5 Sheets-Sheet l gnwwl ols (f. L. lYf/DLl/VGEE E. GPHNDMHJ'OIY A ril 3, 1934. J. L. NEIDLINGER ET AL AUTOMOBILE JACK Filed Jan. 30, 1932 5 SheetS -Sheet 2 gnwntotg April 1934- J. L. NEIDLINGER ET AL 87 AUTOMOBILE JACK Filed Jan. 30, 1932 3 Sheets-Sheet 3 jww/wtoag (J: L. Nf/OL //VGE/E? Patented Apr. 3, 1934 UNITED STATES AUTOMOBILE JACK Jacob Lewis Neidlinger, Good Spring, and Edward Grandmason, Joliett, Pa.

Application January 30, 1932, Serial No. 589,924

Claims.

This invention relates to automobile jacks and particularly those jacks which are permanently mounted on the car as a part thereof and operated from the engine thereof.

One object is to provide a construction in which four jacks are used, one for each wheel and in which the jacks are adapted to be operated by the usual starting motor.

A further object in this connection is to provide means whereby any one jack of the four jacks mounted upon the car may be operated at the will of the operator.

Another object is to provide means whereby the pinion of the starting motor is prevented from moving into engagement with the fly wheel when the jack operating mechanism is shifted into engagement with themotor.

Other objects will appear in the course of the following description.

Our invention is illustrated in the accompanying'drawings, wherein:'-

Figure 1 is a top plan view of an automobile provided with my improved jacks;

Figure 2 is an enlarged fragmentary sectional view showing the connections between the operating motor and the jack driving shafts;

Figure 3 is a transverse section through the forward end of the vehicle showing two of. the jacks and their allied parts;

Figure 4 is a section on the line 44 of Fig ure 3;

Figure 5 is a section on the line 5--5 of Figure 3;

Figure 6 is a longitudinal elevation partly in section of the means for connecting the jack operating shafts with an ordinary starting motor having the Bendix driven In the drawings, we have illustrated a frame 10 of a motor car of any suitable construction having the usual front and rear axles designated 12 and 11 respectively, '13 designating the usual starting motor with the usual Bendix drive. Mounted upon the frame 10 adjacent the junction of the frame with the axles are the jack housings 14 which are held in place upon the several axles by the usual U-bolts 15 which hold the springs of the car in engagement with the axles. Each housing 14 has mounted within it the vertically extending jack 16 having the usual foot 16a pivoted to the lower end of the shank of the jack. Each jack shank passes loosely through a beveled gear wheel 17, this beveled gear wheel being mounted insuitable bearings 18. Attached to each beveled gear wheel 17 and extending downward therethrough is a tubular member or sleeve '19'ca1'rying at its lower end the screw-threads 20, the shank 16 of the jack being provided with threads 21 with which the screw-threads mesh.

Normally, of course, the shank 16 is raised into 1 the vertically elongated upper portion of the housing 14. The upper end of the shank 16 is provided with a collar 25 having engagement with the spline 26 carried upon the upper portion'2'7 of the housing, thus preventing the jack shank from rotating.

It will 'be obvious, therefore, that as the gear wheel 17 is rotating in one direction or the other, the sleeve will be rotated and will cause the raising or lowering of the jack, and a spring 22 in the upper end of the housing bears against the upper end of the jack shank 16 and forces the jack shank downward-into engagement with the screw-threads 20. Extending into opposite housings is a longitudinally shiftable shaft 23 carrying at its opposite .ends the loose beveled gear wheels 24which engage the beveled gear wheels 17.

Y For the purpose of operating the forward and rear shafts'23, we mount upon each of these shafts, the worm wheels 28 and 29, the shafts being movable through these worm wheels but being engaged therewith by means of the splines 23a.

Coactingwith these worm wheels 28 and 29 are the worm shafts 30 and 31, each carrying thereon a worm 32 which engages the corresponding worm wheel 280:. 29. Each of the shafts 30 and 31 has sliding movement through the corresponding worm 32 but is splined there to by means of the splines 32a. As will be seen from Figure 4, the housing 14 which encloses the worm is formed opposite each shaft 30 and 31 .with a longitudinally extending chamber 14a into which the corresponding shaft 30 or 31 may shift. The shafts 30 and 31 are preferably formed each in two sections connected by a universal joint 321). This is necessary due to the fact, as will be later stated, that the shaft sections 30 and 31 are driven from a motor mounted upon the body of the car while the worms 32 are mounted upon the running gear of the car. It is, therefore, necessary that the shaft sections 30 and 31 should be able to shift longitudinally to accommodate the vibrations of the car body with reference to the running gear of the car and this is permitted by the fact that the shaft sections 30 and 31 are slidable through the worms 32, but are splined thereto.

All of the beveled gear wheels 24 are loose upon ure 2.

the shafts 23 and the shafts 23 are slidably mounted through the beveled gear wheels 24 and carry clutch teeth 23a coacting with clutch teeth 33 on the wheels 24, these clutch teeth being in the form of splines. These splines or clutch teeth are so disposed that when a shaft 23 is shifted in one direction, the splines or teeth on one end will engage the splines or clutch teeth on thecorresponding beveled gear wheel 24 on that end but will be out of engagement with the opposite beveled gear wheel and vice versa. For

the purpose of shifting these shafts longitudinal-- ly to carry the clutch teeth or splines thereon into or out of engagement with the clutch teeth or spl nes 33, we provide (for the forward shaft 23) the bell crank lever 34 and for the rear shaft the bell crank lever 35. These are mounted on tracks extending from the housing 14 and in any other suitable manner and these bell cranks are reversed with reference to each other, the arm of one of the bell crank levers extending toward the :right and the other to the left. These bell crank levers are connected by links 36 and 37 to a hand operated lever 38 so that by shifting the lever 38 forward or rearward, either. shaft 23 may be shifted into engagement with the teeth 33 of the gear wheels 24.

Operating in connection with the shaft sections and 31 and with a motor designated generally 13 (which may be the starting motor of the car as will be more fully hereinafter stated), we provide the two sliding clutch sleeves designated 39 and 40. These sleeves are each internally toothed or splined at 41 to coact with teeth or splines 42 on the two shaft sections and teeth or splines 42a on the motor shaft section 13a. When the sleeve 39 is drawn toward the right 'in Figure 2, it will be out of engagement with the teeth 42a on the shaft section 13a but when shifted toward the left in Figure 2, it will-operativelyengage the motor shaft 13a with the shaft 31.

on its ends engaging with the respective sleeves,

this rod being connected to a lever 44 to which pedals 45 and 46 are connected, these pedals being disposed on opposite sides of the pivot of the lever.

' Opposed springs 43a operate to hold the sleeves 39 and in neutral position with the motor 13 disconnected from either of the shaft sections 30 or 31. By shifting the lever 44, however, through the means of the pedals and 46, either one of the shaft sections 30 or 31 may be driven from the motor and thus power be applied either to the forward jack operating shaft 23 or to the rearward jack operating shaft 23 and by operating the lever 38, it is obvious that either the right or the left hand jack operating beveled gears may be operatively connected to this driving shaft 23. Thus any one of the jacks may be operated independently of any other jack.

In Figure 6, we illustrate a somewhat different construction in detail from that shown in Fig- In this Figure 13 designates the usual starting motor as heretofore stated, 48 the armature thereof, 49 the usual shaft, 50 the usual spring, 51 the usual pinion having screw-threaded engagement with the shaft 49. This construction is the ordinary .Bendix drive construction.

The shaft 49 has a tubular extension 52 operat ing through a casting 53 carried by the housing of the starting motor. Operating within this tubular or hollow shaft 52 is a shaft section 54. Adjacent to but spaced from the inner end of this shaft section 54, the section is provided with longitudinally extending clutch teeth adapted to engage. with interiorly projecting clutch teeth 56 on the hollow shaft 52.. When this shaft section 54 is shifted outward with reference to the tubular shaft 52, the teeth 55 will be out of engagement with the teeth 56. When the shaft 54 is shifted a certain distance inward, the teeth 55 engage the teeth 56 and the shaft 49, the shaft section 52 and the shaft section 54 all rotate together.

When the shaft 54, however, is shifted still further inward, its teeth 55 will escape the teeth 56. The shaft section 54 is shifted by means of an arm 57 engaging the annular collar 58.

In order to prevent the pinion 51 from moving along the shaft 49 and into contact with the gear teeth on the fly wheel, we provide a collar 59 loose upon the screw-threaded shaft 49 and extending from this collar are rods 60 which engage with the collar 58 and pass through openings in the casting 53. Thus when the collar 58 is shifted toward the left in Figure 6 by the shipper arm 57, these rods 60 will force the collar 59 rearward on the shaft 49 and impede the movement of the pinion 51.

The opposite end of the armature 48 carries a shaft section 61, which section is provided with the clutch teeth or splines 62. Loosely surrounding this section 61 is the tubular shaft or sleeve 63 likewise provided with splines or teeth 64 adjacent to but spaced from the inner end of the sleeve. This tubular shaft section 63 islikewise longitudinally shiftable by means of an arm 65 engaging'an annulus or collar 66. When the tubular shaft 63 is shifted fully inward toward the right in Figure 6, its splines are out of engagement with the splines 62. When this tubular shaft 63 is shifted toward the left in Figure 6 one step (which carries the splines-55 into en gagement with the splines 56,) the splines 64 are still out of engagement with the splines 62, but when the'shafts 54 and 63 have been shifted-toward the left still furthenthe splines 55 will move out of engagement with the splines 56 and thesplines 64 will move into engagement with the splines 62, the arms 57 and 65 being connected by means of an operating rod 67 in turn connected to the lever 43 to which the pedals 44 are connected as previously stated.

It will, therefore, be plain that both of the shiftable shaft sections 54 and 63 will be shifted simultaneously and that by moving the rod 67 one step to the left, the starting motor will be operatively connected to the forward axle and by moving the operating rod 67 still further to the left, the starting motor will be disconnected from the front shaft 23 and will be operatively con nected to the rear shaft 23. Of course, the motor is connected up in circuit with the usual battery as shown diagrammatically in the drawings, but instead of merely having the ordinary switch 68, there is also provided a reversing switch 69 of any suitable character so that the starting motor may be reversed in order to lower the jacks.

Of course, it will be understood that when the clutches formed by the sections 54 and 63 are in neutral position, the starting motor may be operated in the usual manner to start the car and will be inoperaive as regards the jacks, but that when the starting motor is beingused for operating the jacks, it is rendered inoperative as regards starting the car by reason of the fact that the collar 59 prevents it from coming intoenoff its wheel at that corner of the machine.

When the clutches are disconnected, however, then the weight of the car will cause the reverse movement of the jacks.

In this reverse movement, the springs 22 willbe compressed when the jack shank is shifted to a point where it is nearly completely housed and these springs 22 will urge the jack downwardso as to bring the screw-threads of the jack into coincidence with the screw-threads 20 of the rotatable sleeve 19. Thus it isnot necessary to reversely rotate the shafts which operate the jacks.

While we have illustrated what we .believe to be the very effective forms of our invention, we do not wish'to be limited to the exact details thereof, as obviously many changes might be made in these details without departing from the spirit of the invention as defined in these appended claims.

We claim:

1. Ina motor driven vehicle, forward and rear pairs of jacks, each having a screw-threaded shank, a rotatable element for each jack having screw-threaded engagement with the shankthereof, andmeans for rotating said element in a direction to project the jacks including forward and rear, transversely extending jack operating shanks, a motor, manually controlled means for operatively connecting the motor to either the rear or the forward jack operating shaft, and a single manually operable means for clutching any one of the jacks to the corresponding jack operating shaft.

2. In a motor driven vehicle, forward and rear pairs of jacks, each having a screw-threaded shank, a rotatable element for each jack having screw-threaded engagement with the shank thereof, the rotatable element having beveled gear teeth, means for rotating said elements in-' cluding forward and rear transversely extending jack operating shafts shiftable in the direction of their length, beveled gear wheels loosely mounted upon the ends of the jack operating shafts and engaging each with one of the rotatable, elements, the jack operating shafts and the gear wheels having .co-a ting clutch splines whereby when a jack operating shaft is shifted in one direction it will engage one of said gear wheels and when shifted in the other direction, it will engagetthe opposite gear wheel, a single manually operable means for shifting both ofsaid jack operating shafts, a motor, and manually controlled means for operatively connecting the motor to either the rear or the forward jack operating shaft.

3. In a motor driven vehicle, forward and rear pairs of jacks, each .having a screw-threaded shank, a rotatable element for each Jack having screw-threaded engagement with the shank thereof, the rotatable element having beveled gear teeth, means for rotating said elements in- "cluding forward and rear transversely extending jack operating shafts shiftable in the direction of their length, beveled gear wheels loosely mounted upon the ends of the jack operating shafts and engaging each with one of the rotatable elements, the jack operating shafts and the gear wheels having coacting clutch splines whereby when a jack operating shaft is shifted in one direction will engage one of said gear wheels and when shifted in the other direction, it will engage the opposite gear wheel, a single manually operable means for shifting both of said jack operating shafts, a motor, longitudinally extending shaft sections each having driving connection to one of the transversely extending, shafts, and manually operable clutch meanshtb connect either of said sections to the motor.

' 4.- In a motor vehicle, a housing mounted upon the axle of the vehicle and open at its lower end, a jack having a threaded shank extending upward into the housing, the jack being splined to the housing, a beveled gear wheel surroundingthe jack and rotatably supported within the housing, and having a cylindrical portion extending downward therefrom and formed with screwthreads'engaging the screw-threads of the jack, a-motor'carried on the vehicle, a driving shaft driven thereby entering the jack housing and having a beveled gear engaging with the first named beveled gear wheel, and manually operable means for operatively connecting the last named beveled gear wheel with the shaft.

5. In a motor vehicle, a starting motor having a shaft, and a pinion on the shaft movable automatically into motor starting position,-forward and rear transversely extending afts, forward and rear pairs of jacks mounte upon the vehicle, means for operatively connecting the forward and rear shafts to either of the forward and rear Jacks, operative connections between the forward and rear shaft sections and the transverse shafts, clutch mechanisms whereby the forward and rear shaft sections may be operatively connected to the starting motor,

means automatically preventing a movement of said pinion on the starting motor to its starting position upon an actuation of saidclutch mechanisms, and. means for energizing the s arting motor to drive it either forward or reversely.

JACOB LEWIS NEIDLINGER. EDWARD GRANDMASON.

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