US1976308A - Lifting and parking attachment for automobiles - Google Patents

Description

Oct, 9, 1934, I A. A. THOMAS LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Au 27, 19:51 5 SheetsSheet 1 @Z Z. L- i 5 /7 5 /7 I0 /07 f //.9 I6 26 26 /6 4 42 INVENTOR Oct. 9, 1934: 1,976,308

LIFTING ;AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27, 1931 5 Sheets-Sheet 2 J 5 I /08 m7 4Q" ,//0

I N M 7 Oct. 9, 1934. THOMAS 1,976,308

LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27, 1931 5 Sheets-Sheet 3 INVENTOR Oct. 9, 1934; THOMAS 1,976,308

2 LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27; 1931 5 Sheets-Sheet 4 Oct. 9, 1934; THOMAS 1,976,308

LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES Filed Aug. 27, 1931 5 Sheets-Sheet 5 220 H227 ll l84 INVENTOR Patented Get. 9, 1934 STATES LIFTING AND PARKING ATTACHMENT FOR AUTOMOBILES 20 Claims.

My invention is for a novel lifting and/ or parking device consisting of a self-contained driving unit adapted to be readily attached to any make and style of automobile. This device is a single columnar siructure secured centrally in front of the radiator either to the chassis extensions of the car or directly to the front axle. There is no driving connection between the engine shaft and the parking unit, for the latter is wholly selfcontained by having a pair of reversible electric motors, one for raising and lowering the car and the other for swinging it sideways in either direction. The operation of these motors is controlled by means of two switch knobs or buttons conveniently located on the instrument panel. The lifting motor is enclosed vertically in the top of the column, and the side-swing motor is mounted horizontally in the parking wheel itself, of which it forms a structural part. This novel arrangement of motors and their driving connections results in a parking device of unusual compactness and pleasing design. It may be manufactured and sold as a separate accessory which an ordinary mechanic can attach to any automobile in a few.

minutes without making any changes in the car marring its appearance, and it is just as easy to remove the attachment when desired. In the latest style of cars having a radiator front with a V-shaped extension, my parking unit maybe 10- c ted in this extra space so as to be practically invisible. In one embodiment of my invention I also provide means for making it impossible to start the engine while the car is in raised position. The novel features and practical advantages of my invention will be understood from the description of the accompanying drawings, in whichigs. 1 and 1 represent front views of an automobile equipped with my parking unit, which is connected to the front axle in Fig. 1 and to the extensions in Fig. 4; Figs. 2 and 3 show the parking unit concealed within the V-shaped radiator extension of a certain style of car, Fig. 2 being a side view and Fig. 3

a plan view sectioned on line 3-3 of Fig. 2;

Fig. 5 is a vertical section of the parking unit;

Figs. 6 and *7 are enlarged transverse views on lines 6-6 and 77 of Fig. 5, respectively;

Fig. 8 is a fragmentary view along section line 8-8 of Fig. 7

Fig. 9 represents a section on line 99 of Fig. 8, showing a normally open switch in the parking column;

Figs. 10 and 11 are enlarged views on section lines 10-10 and 11-11 of Fig. 5, respectively;

Fig. 12 is an enlarged fragmentary view showing a vertical section through the parking wheel and its mounting;

Fig. 13 is a detached perspective view of a portion of the parking wheel structure;

Fig. 14: is a fragmentary sectional View on line l414 of Fig. 11;

Fig. 15 is a diagram of circuit connections for controlling the operation of the two motors in the parking unit;

Figs. 16, 1'1 and 18 are inside face views of controlling connections between the ignition switch and the parking knobs, the ignition switch being on in Fig. l? and oil in Figs. 16 and 18;

Fig. 19 is a plan view on line 1919 of Fig. 16; and

2B shows a side view on line 20-20 of Fig. 16.

Referring to Figs. 1, 2 and 3, my new parking unit comprises a main columnar structure 10 arranged centrally in front of the radiator 12 and secured to the front axle 13 by means of a bracket 14 A small parking wheel 15 projects from the lower end of column 10 and is mounted for vertical movement to raise and lower the car. As will be explained later, the rotation of wheel 15 in either direction to swing the raised end of the car sideward is accomplished by an electric motor built into the wheel itself and forming a structural part thereof. The latest models of passenger cars have a V-shaped radiator front 16 which provides a space 17 for concealing the parking unit. The column 10 does not interfere with the circulation of air through space 17 for cooling the radiator 12.

In Fig. 4, the parking unit is attached to the channel bars 18 of the chassis by two pairs of bracket arms 129-20. The arms 19 may be integral extensions of a ring or collar 21 secured to the base of column 10, and the arms 20 are bolted to the channel bars 18. To facilitate the ready attachment of the parking unit to cars of different width, the arms 20 have slots 22 for receiving bolts 23 carried by the arms 19. Of course, the slots 22 can just as well be formed on the bracket arms 19 and the bolts 23 carried by the arms 20. Any other adjustable connections between the arms 1920 may be used. When the parking unit is attached to the frame of the car, allowance must be made for the sagging of front axle 13 and wheels 24 in determining the extent of vertical movement of parking wheel 15. This extra movement is not necessary in the arrangement of Figs. 1-3, where the parking unit is secured directly to the front axle 13.

The structural details of a preferred form of my new parking device are shown in Figs. 5 to 14, to which I shall now refer. The column 10 comprises an outer cylindrical casing 25 which is preferably a casting of duralumin or other light strong metal. The base of cylinder 25 carries a collar 26 which rests on a flange 27, and a releasable set-screw 28 or other suitable means locks the parts together against relative movement. The collar 26 is part of bracket 14, which comprises a pair of spaced arms shaped to fit tightly over the front axle 13, as best shown in Fig. 5. If the axle is I-shaped in cross-section (as most of them are), each bracket arm may be provided with a tapering extension 29 adapted to be wedged into the space 30 of the axle, and a bar 31 having a similar extension 32 is secured by screwbolts 33 to the bracket arm 14. This construction provides simple yet eifective means for readily attaching the parking unit to the front axle 13 and easily removing the unit when necessary. The bracket parts 14 and 26 can be cast as a single piece of duralumin or other suitable metal, and it is even possible to cast the bracket as an integral extension of cylinder 25-.

The hollow cylinder or casing 25 contains a slidable sleeve 34 snugly fitted and prevented from turning by a pin ,or set-screw 35 on the casing projecting into an axial groove 36 of the sleeve. The lower end of sleeve 34 has a screwthreaded extension 37 to which a collar 38 is secured and held against turning by a pin 39 or otherwise. A removable strap 40 (see Fig. 11) looks the pin 39 in position and permits removal thereof when required. An annular shoulder or extension 41 on collar 38 bears against the underside of cylinder 25 when the collar is screwed on tight. Two spaced arms 42 and 43 extend downwardly from the collar 38 for supporting the parking wheel 15 and a reversible electric motor 'B, which is mounted in the wheel. This motor operates on direct current of low voltage, and comprises a stationary cylindrical field 44 carrymg energizing coils 45 and a rotary armature 46 mounted on a shaft 47. The yoke arms 42-43 carry bearing blocks 48 and 49 respectively, which are inserted in half-circular slots or grooves 50 at the lower ends of the arms and secured in place by cross pieces 51. These cross pieces are removably attached to the yoke arms by bolts 52, as shown in Fig. 1, and the bearing blocks 4849 are locked against movement in the yoke arms by a lug 53 on each cross piece 51 entering a recess 54 in the block (see Figs. 5 and 12) The cylindrical bearing blocks 4849 carry ball or roller bearings 55 on which the parking wheel 15 is rotatably supported. This wheel is a hollow cylinder in which the driving motor B is mounted and wholly concealed, and to permit easy assembly of the motor and the wheel I make the latter in two main sections 56 and 57. These wheel sections, which may conveniently be cast of duralumin, comprise cylindrical extensions 56'57' fitting against each other by an overlapping joint 58 and held together by bolts 59. A tire 60, preferably of solid rubber, is held in a circumferential recess 61 formed in the assembled wheel sections 5657, which are undercut at 62 to lock the tire securely in place. If desired, a non-metallic lining 63 may be placed in recess 61 to act as a cushion for the tire, and this lining may be attached to the tire as a permanent structural part thereof. Each wheel section 5657 is provided with a hub 64 in which a bearing collar 65 is mounted in spaced nested relation to a similar collar 66 on the adjacent bearing block 48-49.

The collars 65-56 enclose the roller bearings 55, and one or more washers 67 hold the collars against axial displacement. At the same time, the washers 67 may act as a packing to prevent leakage of lubricating oil in the bearings. A ring 68 screwed on each bearing block 4849 locks the washers 67 in place. This bearing assembly makes it easy to mount the rotary parking wheel on the fixed bearing blocks 4849 before the latter are inserted in the yoke arms 42-43.

The bearing blocks 4849 are provided with cylindrical extensions 6970 which are held together by an overlapping joint 71 or in any other practical way to form a non-magnetic shell or housing for the motor B. The cylindrical field structure 44 of the motor is secured to the inside of cylindrical extension 69 before the latter is joined to extension 70. The rotary armature shaft 47 is journalled in bearings '72 mounted in recesses '73 of blocks 4849. The electric motor B is a shunt-wound direct current motor which is reversible, and the current is conveyed to the field and armature windings by wires in an insulated cable '74. As shown in Fig. 12, this cable passes downward through a channel '75 in sleeve 34, then through a slanting hole '76 in collar 38, then through a vertical slot or recess 7'7 in yoke arm 43, and finally through an axial hole '78 in bearing block 49. The recess '77 is covered by a removable plate '79, so that the cable 74 is entirely concealed and protected. The bearing block 49 carries an insulating ring provided with contacts or binding posts 81 to which the ends of the fieldwinding 45 are attached for ready connection with the necessary circuit wires in cable 74.

W0 wires of this cable are connected to the commutator brushes 82 which may conveniently be mounted on the insulating ring 80.

The bearing block 48 carries two gear wheels 83 mounted on studs 84 and meshing with a pinion 85 on the motor shaft 47, as best shown in Fig. 11. The cylindrical shell 69 has openings (see Fig. 5) through which the gear wheels 83 project, into mesh with a gear ring 86 carried by the parking wheel 15. The wheel section 56 is formed with an annular shoulder 87 (see Figs. 1314) against which the gear ring 86 is held by screws 88. The cylindrical extension 56' of wheel section 56 may be provided with axial recesses 89 for receiving projections 90 on gear ring 86, whereby the holding screws 86 are relieved of all lateral strain. It is clear from Fig. 11 that the rotation of motor shaft 47 is transmitted in greatly reduced ratio to the parking wheel 15, so that only a small low-voltage motor is necessary to turn the wheel even when it supports the heaviest car on the market. The engagement of the intermediate gear wheels 83 with the gear ring 86 at diametrically opposite points of the latter produces an effective transmission between motor shaft 47 and parking wheel 15. The antifriction bearings 55 and 72 preferably operate in oil or grease contained in the closed interior of the wheel, so that the mechanism requires no attention for years, barring unexpected accidents.

By making the gear members 83, 85 and 86 wholly or partly of non-metallic material, the parking operation is practically silent. The mounting of motor B within the hollow parking wheel 15 produces a driving assembly of unusual compactness,

screw-shaft 92 which is suitably supported in the outer casing 25. The screw-shaft 92 is suspended on roller bearings 93-94 between a pair of spaced collars 95 and 96 on casing 25, and the upper bearings 93 are strong enough to take up the maximum vertical thrust of the screw shaft. The lower collar 98 may be integral with casing 25, but the upper collar 95 is a separate piece screwed into proper position and held against turning by a set screw 97. The screw-shaft 92 carries a collar 98, to the opposite sides of which are secured bearing rings 99 and 100 of hard metal, and similar rings 101-102 are provided on the fixed collars 9596. This rotary mounting of the screw-shaft 92 is very simple and efiicient, besides being easy to assemble. The upper end of screw-shaft 92 carries a disk 103 on which two small gear wheels 104 and 105 are rotatably mounted by means of pins or studs 106. It will be noticed in Fig. 5 that the gear wheel 105 is about twice as thick as gear wheel 104, and the reason for this will presently be explained.

The top of casing is closed by a removable cap 107 which houses a reversible electric motor TA arranged with its driving shaft 108 vertical and substantially in axial alignment with screwshaft 92. The lower end of motor shaft 108 carries a pinion 109 in permanent mesh with gear wheels 194 and 105. Any practical means may be employed for supporting the motor, such as a bracket 110 provided with legs 112 which terminate in a ring 113 secured to the top of casing 25 by screws 114. This bracket may be a single casting of duralurnin to which the motor is at tached before the casting is secured in place.- The electric motor A, like the parking motor B, is of the reversible direct current type, and the electric wiring for motor A is contained in an insuiated cable 115 which is placed in a channel 116 of casing 25. A removable plate 11'. covers the cable channel 116, and this plate has adetachable outlet box 118 (see Fig. 5) for receiving one end of an electric cable 119 which is composed of the necessary wires leading to the control switches on the instrument board of the car.

At the bottom of the vertical channel 116 is an insulated plug 120 mounted in an opening 1 1 of casing 25, as best shown in Fig. 10. The plug 120 carries four insulated brushes 122 arranged in contact with four conducting strips 123, which are mounted on an insulating plate 124 secured in the vertical channel of sleeve 34. The four wires of cable 74 are connected to the four strips 123, which are always in electrical contact with the brushes 122. These brushes are connected to four binding posts 125 projecting rearwardly from plug 120 into channel 116, which also contains a short cable 126 of three wires connected at their lower ends to three of binding posts 125. The other ends of the wires in cable 126 are connected to binding posts or terminals 127 in the outlet box 118, which contains an insulating disk 128 for supporting those terminals. The lower ends of the wires in cable 115 are connected to terminals 129 carried by the insulating disk 128 in box 118, which may also be provided with an adjustable clamp 130 for gripping the cable 119 and thereby pre- -venting accidental disconnection thereof. The

two lower cables 74 and 126 are in effect a single cable with the interposed slidable contacts 122 123 which permit vertical movement of sleeve 34 without interrupting the circuit of motor B and without the need of providing the cable 74 with a slack or loose length. In the broad aspect of my invention, any other practical arrangement of circuit connections for motors A and B may be employed.

Referring to 5 and 8, the upper end of casing 25 has a circular recess 131 which a gear ring 132 is secured by screws 133. and a key 18d may be inserted to train off the screws. The teeth gear re pern'ianently engaged by small whe s lil l and 105 mounted 0:. h as previously expl ned. Since the ring 132 is fixed, the rotation of 1 ion 199 motor A re sults in a planetary riot" rt of gear wheels 104--1G5 the so that the screw shaft 92 rotates at reduced speed. Above the fixed gear ring 132 is a second gear ring 135 which is rotatabie in either direction has one tooth more or less ed gear ring. The rotary gear ring 135 is ret ment by the ing bracket 1.10, or In 5 I have purpc T 1 '-*ted the teeth of gear ring 135 to preven lllng of lines. The gear wheel nou 'h to engage both ie, but the 3: practical Way.

other wheel 1 g ge c the gear ring 132, Since the r 5 gear member 135 has one tooth more or less t n t e fixed n-nfloer 132,

1 it is plone revolution of ear wheel 1055 around the nuns-er 132, the gear ring 135 is moved the distance of one tooth.

The fixed r g 113 on t arcuate openir (see sulatlng nof a pin-a y means on 138-139. The plate to which two insulated these arms being length and ed at its free 1y engages a the free end l preierabi shape.

.ich no ate canted on 2 are proengageme' the .13: a stationary 1 arm 14-8 is ring 135 so that the switch in the path of pi 47 when turns clockwi e (as viewed 1 pin 14? on h the hum; arm. The function of sw h 1418 wi be explained in the The operation switch 147 takes only when the left-handed (that is, counter cloc" in Fig. 7) the downwa sleeve 3 1 to lift th car.

lowered to normal posit adjustment of plate 13! makes it possihle to regulate the normal between the 148 and the actuating p i 1&7, but adjusting feature is not absolu' necessary.

which leads to the terminal box 118 of the parking column, as previously explained. The three wires marked 152, 153 and 154 are connected to thelower terminals 127 in box 118, and the other eight wires of the cable go to the same number of upper terminals 129. course, I speak of upper and lower terminals in box 118 merely because they are so shown for distinction in Fig. 5, but it is obvious that the terminals may be arranged in any practical way. The lower cable 74, which leads from the contact strips 123 to the windings of motor 13, is represented in Fig. 15 by four wires marked from to 166. To facilitate the tracof circuits, the four contact strips 123 are differentiated in Fig. 15 by SllfilX letters a to d. The short cable 12-3 that leads from the terminals in box 118 to plug 120 is identified in Fig. 15 by three wires 167, 168 and 169, which are connected to three or" the four brushes 122 in the plug. The fourth terminal 122 (the one engaging the contact strip 123d is connected by a wire 170 to the normally open switch arm 142 at the top of casi g 5. The upper cable 115, which lies in the axial groove 116 of casing 25, is represented in Fig. 15 by eight wires numbered from 171 to 178, and these wires are connected to the eight terminals 129 in box 118. The separate wire 170 maybe included cable 115, but it is led past the terminal box 118 for connection with one of the brushes 122 in plug 120.

In Fig. 15, the gear ring 135 is shown for clearness as a disk and the pin 147 is a tooth or cam on the disk. I have spread the switch arms 141 and 142 apart so that both appear in the same plan View, and the arm 142 is assumed to be connected to arm "-1 by an insul ting member 179. This diagra atic arrangemei produces simultanec-us operation of switch arr s 141-142 by the pin 147. The wire 171 is connected to contact 145, and wires 172-173 connected to t .e field winding 180 of motor A. The wire 174 goes to the positive commutator brush of armature 181, and the other brush is connected to wire 178. Wires 175-176 are connected, respectively, to switch arm 148 and its associated contact 150. The wire 177 goes to contact 144 and a wire 182 leads from 1e movable switch arm 141 to cable wire 178.

I new shall describe the circuit connections between the cable conductors 152-162 and the controlling switches mounted on the instrument board of the car. These switches are operated by rotary parking knob 183 and. a release pushbutton 184, which project from convenient points on the instrument board 185 (see Fig. 19). In Fig. 15 the finger pieces have been separated to make room for the circuit lines, and I found it convenient to show the knob 183 and its associated switches diagrammatically in front View, while the release button 184 and its switches appear in vertical section. The actual arrangement and mounting of the control members 183 and 184 are a matter of mechanical expediency which may be left to the engineer. The parking knob 183 operates three insulated switch arms 186, 187 and 188, which are connected to the knob or its shaft in any practical way. Each switch arm controls two pairs of contacts, which are numbered from 139 to 200, and the switch arms are normally held in neutral position by a contracting coil spring 201 attached to an insulating extension 202. It may be assumed that this extension is connected to the rotary shaft of knob 183, and two fixed stops 203-204 limit the angular movement of the knob in either direction from normal position.

When the knob 183 is turned right until the extension 202 strikes the step 203, the three switch arms 186-187-188 engage the adjacent pairs of contacts 189-190, 191-192 and 193-194, respectively. By rotating the knob left until the part 202 strikes the stop 204, the switch arms engage the other pairs of contacts 195-196, 197-198 and 199-200, respectively. The insulating extension 212 has a lateral cam projection 205 arranged to engage a pair of adjacent switch arms 206 and 207, which may be spring blades held normally open by inherent tension. When the knob 183 is turned right, the cam projection 205 closes the spring blade 206 against a fixed contact 208, and the reverse rotation of the lmob causes the cam projection to move the other spring blade 207 against the adjacent contact 209. Upen release of knob 183 by the operator, the tensioned spring 201 instantly returns it to normal position and all the associated switches are opened.

The push button 184 operates a reciprocable stem or rod 210 which carries five insulated switch bars numbered from 211 to 215, and these bars control a series of contacts numbered from 216 to 229. The inner end of rod 210 slides in a suitable bearing 230, which contains an expanding coil spring 231 adapted to push the rod upwardly, so that the two pairs of contacts 218-219 224-225 are normally closed by their respective contact bars 212 and 214. The other five pairs of contacts 216-217, 220-221, 222-223, 226- 227 and 228-229 are normally open. The rod 210 has a lateral cam 232 arranged to engage a similar cam 233 on a spring arm 234, which is secured at its inner end to a suitable support 235. When the button 184 is pushed in, the flat shoulders of cams 232-233 interlock and the rod 210 is held in actuated position for a purpose that will be later explained. The movable spring arm 234 carries a magnetic armature 236 arranged in operative relation to an electromagnet comprising a magnetic core 237 and a coil 238. A second spring arm 239 carrying an armature 240 is positioned at the other end of magnetic core 237, and this arm normally engages a contact 241. It is clear that, when the coil 238 is energized, the armatures 236 and 240 are simultaneously attracts whereby the latch member 234 releases the push button rod 210 and the switch arm 239 is opened.

A battery 242 indicates a suitable source of direct current, which may be a storage battery on the car or a generator driven by the engine. The poles of battery or generator 242 are connecte to a pair of conductors 243 and 244. The ends of conductor 243 are connected to switch contacts 190 and 228, and the ends of conductor 244 are connected to switch contacts 195 and 227. The contact 189 is connected to cable wire 152, to which the contact 196 is also connected by wire 245. A wire 246 is connected to cable wires 153 and 158, and also to contact 191 and the two switch arms 206-207. The switch contacts 194 and 198 are joined by a wire 247, which is connegative battery mam 243, and cable wire 160 goes to the positive battery lead 244, to which the contact 216 is connected by wire 254. The cable wires 157 and 158 go to contacts 221 and, 217, respectively, and a wire 255 connects the contact 219 with cable wire 157. One end of coil 238 is connected to cable wire 159, and the other end of the coil is connected by wire 256 to switch contact 229. A wire 257 leads from contact222 to contact 241, and wire 258 connects contact 220 to-wire 252. The cable wire 156 goes to contact 224, and a branch wire 259 leads fromwire 156 to contact 226. The cable wire 162 is connected to contact 225, and a branch wire 260 connects contact 223 to wire 162.

Now we are ready to see how the parking knob 188 controls the lifting motor A and the sidedrive motor B. When the driver wants to swing the front end of the car to the right, he simply turns the knob 183 clockwise as far as it will go and holds it there. This operation closes the four pairs of switch contacts 189-190, 191-192, 193-194 and 206-208, and the motor A is energized through the following circuits: From the positive main 244 to point 261, wires 249 and 250, across the closed switch contacts 208 and 206, wire 246 to point 262, cable wires 158 and 174, through the armature winding 181 of motor A, wire 178 to point 263, wire 182, across the closed switch contacts 141 and 144, cable wires 177 and 161 to point 264, and through negative lead 243 back to the battery. The circuit through field coil 180 is closed through main conductor 244 to point 261, wire 249 to point 265, across the closed switch contacts 193-194, wire 247 to point 266, wire 248, across the closed switch contacts 218-219, wire 255 to point 267, cable wires 157 and 173, through field coil 180 in the direction of arrow 268, cable wires 172 and 156 to closed contacts 224-225, cable wires 162 and 1'78 to point 263, and from there through closed switch contacts 141 and 144 to the return lead 243 as above described for the armature circuit. It is assumed that, when the current traverses the field winding 180 in the direction of arrow 268, the

shunt-wound motor A rotates in a direction to turn the screw-shaft 92 right-handed. Consequently, the sleeve 34 moves downward in cylinder 25 until the parking wheel 15 touches the ground. The continued operation of motor A raises the cylinder 25 relatively to the now stationary sleeve 34, so that the front end of the car is lifted until the wheels 24 are above the ground a sumcient distance, which need be only an inch or so.

During the operation of lifting motor A as described in the preceding paragraph, the motor B is not energized and the parking wheel 15 remains stationary. While the circuit of armature 46 is closed, the field winding 45 is in open circuit because the switch arm 142 is open. However, when the car has been raised the required distance, the pin 147 of the slowly rotating gear ring 135 strikes the two switch arms 141-142 and opens the first while closing the second, as previously explained. In other words, as soon as the car is fully raised, the circuit of motor A is broken and motor B is automatically energized to rotate the parking wheel 15 to the right. The armature circuit of parking motor B is completed through the positive conductor 244 to point 261, wire 249 to point 269, branch wire 250, across the closed switch 208-266, wire 246 to point 270, cable wires 153 and 168, contact strip 123b, wire 164, through armature winding 46, wire 165, contact strip 1230, cable wires 169 and 154 to point 271, and through the return conductor 243 to the battery. The circuit of field coil 45 is closed through main conductor 244 to point 261, wire 249 to point 269, branch wire 250, across the closed switch contacts 208-206, wire246 to point 272, closed switch contacts 191-192, cable wires 155 and 171 to closed contacts 145 and 142, wire 170 to contact bar 123d, wire 166, through field winding 45 in the direction of arrow 273, wire 163, contact bar 123a, cable wires 167 and 152 to closed contacts 189-190, and to the return conductor 243. It is assumed that, when the current passes through field coil 45 in the direction of arrow 2'73, the motor B operates the parking wheel 15 to swing the raised end of the car rightward. When the car has been swung the desired distance, the driver simply lets go of the knob 183 and the car stops.

To lower the car, the driver presses the release button 184, whereby the motor A is energized to rotate the screw-shaft 92 counterclockwise (as viewed from the top) and draw the sleeve 34 back into cylinder 25. This reverse rotation of the motor shaft 108 is accomplished by reversing the current through the field coil 189 without reversing it in the armature. The operator need not keep his finger on release button 184, because it is locked in actuated position by the latch 234. The operation of button 184 closes the field circuit of motor A as follows: positive lead 244, closed contacts 227-226, branch wire 259, cable wires 156 and 1'72, through field coil 180 in the direction of arrow 274, cable wires 173 and 157, closed contacts 221-220, wires 258 and 252 to point 264, and through return main 243 to the battery. The current flows through armature 181 in the same direction as before through the following connections: wires 244 and 254, closed contacts 216-217, cable wires 158 and 174, through armature 181, cable wires 178 and 162, branch wire 260, closed contacts 223222, wire 257, closed contacts 241 and 239, wire 252 to point 264, and back to the battery through the negative main 243.

It will be noted that the armature circuit is not completed through switch contacts 141 and 144 when the release button is operated, because the switch arm 141 is at that moment still held open by the pin 147. As soon as this pin disengages the switch arm 141, the armature circuit is completed through either one or both of the closed parallel switches 141-144 and 222-223. In other words, the switch 222-223 is a starting switch for the reverse operation of motor A to lower the raised end of the car. During the lowering operation of motor A, the gear ring 135 is slowly rotated clockwise (as viewed in Fig. 15) until the pin 147 closes the switch arm 148. This completes the circuit of coil 238 as follows: from the positive main 244 to point 275, cable wires 160 and 176, closed contacts 150-148, cable wires 175 and 159, coil 238, wire 256, and through closed contacts 229228 to the negative main 243. The energizing of coil 238 releases the latch 234 from the cam 232 of rod 210, which instantly snaps to normal position under the action of spring 231 and thereby opens the circuits of motor A. This automatic stopping of the motor occurs when the sleeve 34 has been drawn into the cylinder 25 to normal raised position, as shown in r 'ig. 5. During the carlowering operation of motor A, the parking motor B remains stationary, because all switches associated with the parking knob 183 are open. When the motor A stops by the energizing of coil 238, the pin 247 remains in engagement with switch arm 148 and holds it closed, but the circuit of the coil remains broken because of the open switch 228-229.

The purpose of switch 239-241 is to prevent the operation of motor A by the accidental pressing of button 184 while the sleeve 34 is in normal raised position. It should be remembered that the operation of release button 184 always rotates the motor shaft in a direction to draw the sleeve 34 into cylinder 25. Obviously, when the sleeve is in normal retracted position, it is impossible for the motor to raise it still further, so it is necessary to prevent operation of motor A in the normal condition of the parking device. This is accomplished by placing the normally closed switch arm 239 under the control of coil 238. Let us suppose that somebody presses the push button 184 while the parking unit is in normal condition. Although this operation closes the armature and field circuits of motor A, such closing is only momentary because the simultaneous energizing of coil 238 (switch arm 148 being held closed by pin 147) opens the switch arm 239, which breaks the armature circuit. If the button 184 is pushed in and let go, the energized coil 238 permits instant return of the button. Should the button be held pushed in (as when a child is playing with it), coil 238 remains energized and holds the switch arm 239 open to prevent closing of the armature circuit of motor A. It is thus seen that the release button 184 is fool-proof and prevents operation of motor A as long as the parking wheel 15 is in fully raised position.

When the driver wants to swing the car to the left, he turns the knob 183 leftwise until it stops and he holds it there. This operation energizes motor A to lower the sleeve 34 and raise the front end of the car on parking wheel 15. The circuit of the armature winding 181 is now closed through battery main 244 to point 261, wire 249 to point 276, wire 251, closed contacts 209 and 207, wire 246, and from there back to the bat-- tery 242 through the circuit connections previously described for the right-handed rotation of knob 183. The circuit of field coil 180 is completed through wires 244 and 249, closed contacts 197198, wire 247 to point 266, wire 248, closed contacts 2182l9, wire 255 to point 267, cable wires 157 and 173, through field coil 180 in the direction of arrow 268 to raise the car, and back to the battery through the same path as when the knob 183 is turned right. The motor B is not energized until the pin 147 during the lefthanded rotation of gear ring closes the switch arm 142, and at the same time opens the switch arm 141 to stop the motor A. The field circuit of motor B is closed through battery lead 244, closed contacts 195-196, wire 245, cable wires 152 and 167, contact strip 123a, wire 163, through field winding 45 in the direction of arrow 277, wire 166, contact strip 123d, wire 170, switch contacts 142 and 145 (now held closed by pin 147), cable wires 171 and to point 278, closed contacts 199-200, wires 253 and 252 to point 264, and through the return main 243 to the battery. The circuit of armature 46 goes through conductor 244 to point 261, wire v249 to point 276, wire 251, closed switch contacts 209 and 267, wire 246 to point 270, cable wires 153 and 168, contact strip 12317, through armature 46 (in the same direction as when the knob 183 is turned right), wire contact strip 123a, and through cable wires 169 and 154 back to the battery.

It is assumed that, when the current flows through the field winding 45 of motor B, in the direction of arrow 277, without a reversal of current flow through the armature 46, the motor rotates the parking wheel 15 to swing the car left. Thisswinging movement continues as long as the knob 183 is held in turned position, and release of theknob automatically stops the car, which remains in raised position until the button 184 is pushed in. The preceding description makes it clear that the car is swung right or left according as the knob 183 is turned right or left, and that either operation of the knob energizes motor A to lift the car. The operation of the two motors A and B in automatic sequence requires but a single movement of knob 183 to raise the car and swing it sideways. The same simplicity of operation applies to the release button 134, which need only be pressed for a moment, whereupon the motor A retracts the sleeve 34 until the raised end of the car is again on the ground and the parking wheel 15 off the ground. The operator does not have to bother about stopping the motor A, for it stops automatically when the parking wheel is in normal raised position. The screwthreaded engagement between sleeve 34 and driving shaft 92 securely locks the car in raised position when the motor A stops. If the operator merely wants to raise the car (as when a front wheel is to be replaced), he lets go of knob 183 as soon as the car starts to move sideways. I may provide a signal lamp to let the operator know when the car is fully raised. Thus, a small lamp 279 inserted in cable wire 155 in series with switch contacts 142 and 145 lights automatically when the car is supported in raised position on the parking wheel 15. The signal lamp 279 (preferably shunted by a resistance 279) may light up a red lens on the instrument board near the knob 183.

It is conceivable that a driver in a moment of thoughtlessness might start the car while it is still supported in raised position on the parking wheel 15. Such an eventuality might wreck or at least damage the parking device, and so I provide automatic means whereby it is impossible to run the engine while the car is in raised position. Referring to Figs. 16-20, there is a fiat box 280 secured to the back side of panel 185 and this box contains the switches operated by knob 183 and push button 184. The box 289 also contains the usual ignition lock 281 which every car has. and this look has a key-operated switch shaft 282 to close and break the ignition circuit. The inner end of shaft 282 carries an arm 283 to which one end of a link 284 is pivoted at 285. The other end of link 284 has a pin or stud 286 engaging in a slot 287 of a slid-able bar 288, which is operatively supported by and between rollers 289. The rotary knob 183 is attached to a short shaft 290 which has a tongue 291 fitted tightly in a slot 292 of anothershait 293 rotatably supported in box 289. It may be assumed that the four arms 186, 187, 188 and 202 in Fig. 15 are secured to shaft 293. The separable connection between shafts 290 and 292 facilitates the assembly of the parts. The release button 184 is screwed on the fiat outer end 294 of a short bar 295 arranged in alignment with a reciprocable rod 296, which is the equivalent of rod 210 in Fig. 15. An expanding coil spring 297 normally holds the rod 296 and button 184 in forward position. The inner end of bar 295 may have a pin or tongue 298 fitting in a recess in the end of form a support for the bar, and this connection is preferably separable so that the parts are more readily put together.

The rotary shaft 290 has a slot 299, and the lid 296 to I J reciprocable shaft 295 has a similar slot 300. The

. lost inor- 8 is provided with a pair of upstandand 302 arranged in line with the and 300. Inside the box 280 is a pin or stud 303 on which a lever 304i is pivoted. An expanding e il spring 305 presses against the hub 306 of lever 304. holds it firmly by friction in ither of its two positions. The lever 304 has a ug so: at one end arranged to enter a slot 308 n t e bar and the other end of the ever is formed with a cam 309 adapted to be d by a pin or projection 310 on shaft 290. be recalls that the contracting coil spring 201 (or any equivalent means) normally holds the 183 ay of its arc of movement, so that the normal position of pin 310 is the center of earn 809. This cam is so shaped that the turning of knob 183 in either direction rocks the free end of lever 304. upward to carry the lug 307 into the recess 308 of slide bar 238. The latter is now looked, as will be from Fig. 18. The cam 309 does not inter ---c with the return of the released knob 0- normal position under the action of spring 281. If the ends of cam 309 are in form of stops 31 to limit the movement of knob 83, the sto s 20320-i in Fig. 15 are not neces ary. The shaft 295 has a depending cam lug 312 arranged to depress the raised locking end of lever when the button 18% is pushed in, whereby the slide bar 288 is released.

The operation of the safety mechanism shown in rigs. 16-20 will be clear from the foregoing description, but I may summarize it for convenience as follows: The parts are normally in the position illustrated in Fig. 16, with the ignition off an the pieces 183 and 184 free to be operated, sec use lugs 301302 of slide bar 288 are out or the adjacent slots 299-300. It is that the current for motors A and B is ad by a storage battery on the car and not generator geared to the engine. When the ignition is turned on, as shown in Fig. 17, connected arm 288 and link 28 i push the bar 238 the right until the lugs 801-302 enter the rec-sees 299-300 in shafts 29c and 295. Conseueify, these two shafts are locked against move- .ent, so that the parking knob 183 can not be tr ned and the release button 184 can not be pushed in. In other words, when the ignition can turned on to start the engine, the driver assured that the parking device is in normal erative position. Conversely, when the drivor wants to turn the parking knob 183 and finds it locked. he knows that he forgot to turn the ignition off.

Let us now suppose that the ignition is off and ha the d iver has turned the parking knob 183 slide bar ing lugs slots 299 -er right or left), as shown in Fig. 18. The n 310 has rocked the lever 304 clockwise and ved the lug 307 into the recess 308 of slide bar 288, so that latter is locked. If the driver should now at; inpt to turn on the ignition by of the usual key 313, he will find that he 0 a not turn the ignition shaft 282 through the n; e, which is here assumed to be about When the slide bar 288 is locked posit n, the pin 286 strikes the end be ore the ignition shaft 282 is in e it-closing position. The only reason for using th 0 allow a certain amount of ignition shaft 282 and slide out other forms of ransmission connecot need such a slot. When the driver he can not turn the ignition on, he

knows once ti at the car is supported by the parking device. So he presses the release key 184, which rocks the lever 30% to releasing position and lowers the car. The unlocking of slide bar 288 permits the ignition shaft 282 to be turned fully to on position.

Although I have shown the parking unit attached to the front end of a car, it may be mounted at the rear end thereof. In fact, the car may have two parking units, one at each end, but I believe that for all practical purposes it is sufficient to have one unit at the front end only. If the slidable sleeve 34 is to be used only as a jack for lifting the car, the wheel 15 or at least the parking motor B will be omitted. Attention is called to the driving connections between motor A and sleeve 34 for causing the high speed of the motor shaft to produce a slow movement of the sleeve, so that a small low-voltage motor is sufficient to lift the heaviest car in use. The parking device can be manufactured as a separate unit, which is readily attached to any make of motor car. The cable 119 may pass through the hood and the box containing the parking switches is easily fastened to the instrument board. If the device is attached to the car as part of its original equipment, the finger pieces 183 and 184 will project from the ornamental escutcheon plate which is usually provided on the instrument board of passenger cars. The safety connections shown in Figs. 16-20 are not necessary to the functioning of my parking unit, but they are useful in rendering the device foolproof. Since most parts can be made of duralurnin or other alloy combining strength with lightness, the total weight of the device will be comparatively small.

I want it understood that my invention is not limited to the specific construction and circuit arrangement above described. It is to be eX- pected that changes and modifications will occur to others skilled in the art without departing from the scope of the invention as defined in the appended claims. It is further apparent that all the features of my invention need not be embodied in the same device, for some features may be used without others. For example, this mechanism may be simplified and constructed as a jack for lifting the car, as when a tire is to be changed.

I claim as my invention:

1. An automobile provided with parking mechanism disconnected from the engine shaft, said mechanism including means for lifting the car off at least one pair of running wheels, and means for preventing operation of said lifting means when the ignition circuit is in operative condition.

2. An automobile provided with mechanism for lifting at least one end thereof, controllable means independent of the engine shaft for operating said mechanism, said means including a movable member, and means controlled by said member for preventing operation of the engine to move the car when the car is supported on said mechanism.

3. An automobile provided with a rotary member for turning the ignition on and off, an adjustable finger piece, mechanism controlled by said finger piece for lifting and lowering at least one end of the car, and means controlled by said member for locking said finger piece against operation when the ignition is on.

4-.. An automobile provided with lifting mechanism comprising an upright cylindrical casing secured to the car, a reversible electric motor mounted in said casing with its shaft vertical whereby said motor is wholly concealed within the cylindrical contour of said casing, a member movable down and up in said casing to lift and lower the car, and speed-reducing transmission connections between the motor shaft and said member, said transmission connections being entirely within said casing.

5. An automobile provided with a unitary parking device which comprises a vertically movable member carrying a hollow parking wheel, a reversible electric motor carried by said device for operating said member to raise and lower the car, and a second reversible electric motor mounted within said hollow wheel and operatively connected thereto for swinging the raised car sideward.

6. An automobile provided with lifting mechanism comprising a substantially vertical columnar structure, a rotary driving member and a slidable driven member mounted in said structure and operatively connected, an electic motor supported by said s ructure with its shaft vertical and substantially in alignment with the axis of said rotary member, and speed-reducing transmission connections between the motor shaft and said rotary member.

'7. An automobile provided with lifting mechanism comprising a substantially vertical columnar structure, an electric motor supported with its shaft vertical in the top portion of said structure, a vertically slidable sleeve mounted in said structure and adapted to project therefrom for lifting the car, said sleeve and motor shaft being arranged in substantially axial alignment, and speed-reducing gear connections between the motor shaft and said sleeve.

8. An automobile provided with a unitary parking device which comprises a vertically movable member carryin a parking wheel, a reversible electric motor carried by said device for operating said member to raise and lower the car, and a second reversible electric motor mounted so that its shaft is substantially coincident with the axis of said wheel and operatively connected thereto for swinging the raised car sideward.

9. Mechanism carried by an automobile for lifting and lowering at least one end of the car, said mechanism including a reversible electric motor and a vertically movable member connected with said motor for energizing said motor in one direction to operate said member for raising the car, means for reversing said motor to operate said member the other way for lowering the car, and means for preventing the last-named operation of the motor when said member is in normal position.

10. An automobile provided with lifting mechanism comprising an upri ht cylindrical casing secured to the car, a bracket fixed on top of said casing, an electric motor carried by said bracket in vertical position so that the motor does not project laterally beyond the casing, a lifting member movable vertically in said casing, and means in said casing for operatively connecting the vertical shaft of said motor with said vertical lifting member.

11. As a new article of manufacture, a unitary parking device adapted to be attached to any standard make of automobile and comprising a hollow cylindrical casing, a reversible electric motor mounted in the top portion of said casing, a rotary shaft in said casing operatively connected with said motor, a slidable member connected to said shaft for down and up movement in said casing, a parking wheel carried by the lower end of said member, and a second reversible electric motor also carried by said member for operating the parking wheel.

12. An automobile provided with lifting mechanism comprising an upright cylindrical casing secured to the car, a rotary screw-shaft supported in said casing and held against axial movement, a slidable sleeve arranged in said casing and having internal screwthreads engaged by said screwshaft, whereby rotation of the screw-shaft causes vertical movement of said sleeve to lift and lower the car, a reversible electric motor secured in vertical position to the top of said casing so that the motor shaft and screw shaft are substantially in axial alignment, and speed-reducing gear connections between said two shafts.

13. An automobile provided with parking mechanism including a reversible electric motor, a rotary member operated by said motor, a slidable member moved down and up by said rotary member to lift and lower the car, a parking wheel carried by said slidable member, a second reversible electric motor for operating said parking wheel to swing the car sideward in either direction, and switch mechanism controlled by said rotary member for automatically stopping the first motor when the car is fully raised and simultaneously starting the second motor to swing the raised car on said parking wheel.

14. An automobile provided with parking mechanism comprising a single columnar structure secured in substantially vertical position to one end of the car, said structure including a hollow cylinder which contains a rotary driving member and a vertically movable lifting member connected to the driving member, a reversible electric motor mounted at the top of said structure and connected with said driving member in reduced transmission ratio, a parking wheel carried by said lifting member for swinging the raised end of the car sideward in either direction, and a second reversible electric motor carried by said lifting member for operating said parking wheel.

15. An automobile provided with parking mechanism comprising a single columnar structure secured in substantially vertical position to one end of the car, said structure including a hollow cylinder which contains a rotary driving member and a vertically movable lifting member connected to the driving member, a reversible electric motor carried by said structure and connected 3 with said driving member in reduced transmission ratio, a bracket secured to the lower end of said lifting member, a parking wheel and a second reversible electric motor carried both by said bracket, and speed-reducing transmission connections between the second motor and said parking wheel.

16. An automobile provided with parking mechanism including a reversible electric motor, a

rotary member operated by said motor, a slidable member moved down and up by said rotary member to lift and lower the car, a parking wheel carried by said slidable member, a second reversible electric motor for operating said parking wheel to swing the car sideward in either direction,

means for controlling the operation of both motors, said controlling means including an adjustable finger piece for energizing the first motor to lower the car on its running wheels by raising said parking wheel to normal position above the ground, and means for preventing operation of the first motor in a direction tending to raise said slidable member when said parking wheel is in normal position.

17. Lifting mechanism for automobiles comprising an upright cylindrical casing secured to the car, a rotary screw shaft supported in said casing and held against axial movement, a slidable sleeve arranged in said casing and having internal screwthreads engaged by said screw shaft, whereby rotation of the screw shaft causes vertical movement of said sleeve to lift and lower the car, a reversible electric motor secured in vertical position to the top of said casing so that the motor shaft and screw shaft are substantially in axial alignment, a fixed gear ring secured to the top portion of said casing, a planetary gear wheel carried by said screw shaft and arranged in mesh with said gear ring, a pinion on the motor shaft in mesh with said gear wheel, and means for so mounting all of said transmission gears that they lie within the cylindrical contour of said casing and are fully concealed thereby.

18. An automobile provided with parking mechanism comprising a single columnar structure secured in substantially vertical position to one end of the car, said structure including a hollow cylinder which contains a rotary driving member and a vertically movable lifting member connected to the driving member, a reversible electric motor carried by said structure and connected with said driving member in reduced transmission ratio, a pair of yoke arms secured to the lower end of said lifting member, a parking wheel supported between said yoke arms for swinging the raised end of the car sideward, a second reversible electric motor mounted between said yoke arms, and means for operatively connecting the second motor with the parking wheel.

19. An automobile provided with parking mechanism comprising a single columnar structure secured in substantially vertical position to one end of the car, said structure including a hollow cylinder which contains a rotary driving member and a vertically movable lifting member connected to the driving member, a reversible electric motor carried by said structure and operatively connected with said driving member, a pair of yoke arms secured to the lower end of said lifting member, a hollow parking wheel supported between said yoke arms for swinging the raised end of the car sideward, a second reversible electric motor supported within said hollow wheel substantially in axial alignment therewith, and gears within said hollow wheel for connecting the latter to the second motor in reduced transmission ratio.

20. As a new article of manufacture, a portable self-contained jack comprising an outer cylindrical casing, an electric motor mounted on one end of said casing in axial alignment therewith, a removable cap for said end of the casing to enclose the motor and permit easy access thereto when desired, a sleeve mounted in said casing for axial movement relatively thereto, means for preventing rotation of said sleeve, which is provided with interior screwthreads, the outer end of said sleeve forming an abutment and projecting beyond the other end of said casing, a rotary screwthreaded shaft engaging the screwthreads of said sleeve, means for preventing axial movement of said shaft relatively to said casing, and reducing transmission connections wholly within said casing between said motor and said shaft.

ADOLPH A. THOMAS.

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