US2884720A - Snow moving implement - Google Patents

Description

y 5, 1959 ,E. B. MEYER ET AL $884,720

SNOW MOVING IMPLEMENT Fild Jan. 12, 1955 IN V EN TORS fibwaea B- MEYEQ United States Patent SNOW MOVING 11VIPLEMENT Edward B. Meyer, Chagrin Falls, and Edward T. Meyer, Shaker Heights, Ohio, assignors, by direct and mesne assignments, to Meyer Products, Inc., Cleveland, Ohio, a corporation of Ohio Application January 12, 1955, Serial No. 481,310

3 Claims. (Cl. 37-47) The invention relates to an improved V-type snow plow for readily detachable connection to motor driven road vehicles, and specifically to the various types and classes of passenger cars and trucks which are customarily equipped with front bumpers. The principal object is to provide a rugged but relatively light weight V-type snow plow assembly or unit capable of being relatively easily connected for operation interchangeably and effectually to the different vehicles as identified above despite considerable variation in bumper height above the track surface and in the physical design of the bumper equipment generally including its supporting connections to respective vehicles.

Another object is to provide a light weight, rugged snow plow especially adapted for easy attachment to ordinary automobiles, the plow being so arranged as to enable effectual removal of snow, principally by rolling it off the track in opposite directions, whereby, despite existence of below average traction during and after snowfalls, persons capable of driving an automobile can maintain their driveways adequately clear with substantially minimum physical effort.

Further objects include provision of a light weight snow plow assembly of the class or type outlined above in or by which persons having extremely limited mechanical skill can, by following a few simple instructions, easily assembly the parts from completely knocked down condition, easily and quickly attached the completed assembly to an automobile and be assured of effectual and safe operation for moving snow.

A specific object is to provide a new and improved arrangement for quick-detachable coupling of a snow plow to car bumper equipment (specifically to the bumper supporting bars), regardless of type and location of the bumper above the roadway or track surface.

Other objects and features of the invention will become apparent from the following description of the preferred form or embodiment shown in the accompanying drawing wherein:

Fig. 1 is an exploded isometric perspective view showing the principal components of the snow plow, either generally in proper relationship to each other prior to assembly or already sub-assembled.

Fig. 2 is an assembly side view of the snow plow, the near blade and parts of the framework and mounting being broken away in vertical section.

Fig. 3 is a fragmentary front view of the central or apical portion of the snow plow.

Fig. 4 is a detail sectional view of the nose construction of the blade assembly, taken as indicated at 4-4 on Figs. 2 and 3.

Fig. 5 is a sectional view of a readily detachable pivotal or hinge connection between the snow plow proper and its mounting or attachment to the vehicle.

Fig. 6 is a detail sectional perspective view taken as indicated at 66 in Fig. 5. Fig. 7 is a detail assembly view showing a modification in part of the snow plow frame portion.

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The snow plow proper, A. Fig. 2, comprises a self sustaining and substantially rigid unit of isosceles triangular form including operatively identical, apically connected sheet metal blades IR and IL, a nose assembly or framework 2, described later, and a cross frame structurally flanged member 3 with rigidly attached, e.g. welded on, blade supports or pads 4 positioned to be bolted in face to face contact with the blades as will be evident from comparison of Figs. 1 and 2. Cross frame member 3 is preferably a conventional angle section.

The blades IR and IL are formed, substantially Without waste of metal stock, as operatively identical oblique parallelograms, the blanks for both being identical. The blades are reinforced at their lower marginal edge portions by rearwardly and upwardly turned compound hollow flange formations 5 which serve to resist wear and which prevent digging in of the blades when the plow is being moved rearwardly over uneven road or track surfaces. The blades are further very materially stifiened by having their top marginal portions curved forwardly as at 6 on fairly long equal radii. The curved formation insures lateral delivery of the snow by rolling it, particularly when the snow is very deep, after the snow has been lifted by mold board action of the planar relatively lower portions of the blades. Those lower portions also roll the snow.

The blades IR and IL slant or are inclined rearwardly relative to the track surface at a believed critical angle of approximately 57; and this, combined with a apex angle of the blades (plow viewed in plan, see Fig. 4) produces suificient lifting and lateral motion to the snow, at moderate driving speeds of the vehicle, so that only when plowing after very deep snowfalls will more than a small portion of the snow reach the top portions of the curved surfaces 6 while being discharged laterally of the plowing direction at the outer ends of the blades. Even though the depth of snow is over half the total height of the plow unit, no snow will ordinarily be ejected through the open V gap indicated at 7 in Fig. 3. Thus, with the combination of angles given above, very deep snow can be moved with practically a minimum of tractive effort, and it is unnecessary to provide for closing the gap 7.

Snow to a depth of less than two inches on average track surfaces will not ordinarily impede motor vehicle traction assuming tire treads appropriate for winter driving are used. It is'desirable therefore to support the snow plow blades above the hard track surface to minimize wear on the blades. The present snow plow has a runner or skid 8 on the blade assembly which rides the track and supports the forward lower edge portions of the blades off the hard track surfaces (T, Fig. 2). An extra skid 8 may be added if the track is quite uneven or rough. The rearward lower edge surfaces of the blades are held off the surface T, but again at an effective snow clearing elevation, by suspension from the bumper assembly mounting B, Figs. 1 and 2, as is generally evident from Fig. 2. Further the arrangement is such that variations in location above the track at which attachment points are available on motor vehicles now in general use are immaterial to effectual snow plowing with the present implement, as will be shown.

All modern day automobiles have front bumpers, but the bumpers and accouterments thereof vary so much in size, type and arrangement that universally applicable direct-to-bumper attachments for snow plows are practically impossible of attainment. On the other hand most automobiles including light duty trucks have very similar and strong bumper hanger bars which extend generally parallel to the longitudinal axis of the vehicle. The present snow plow mounting on the vehicles is secured to the bumper hanger bars.

Mounting assembly B, as shown in Figs. 1 and 2, comprises a substantially rigid bolster or bridge piece 10, preferably of channel section, with the web of the channel clamped tightly against the bumper hanger bars D by identical clamping bolt and plate assemblies 11. The channel has rigid arms, formed as solid section steel bars 12, welded thereto and extending forwardly and downwardly far enough to enable easy access for pivotal attachment of the snow plow frame to their forward ends. Those ends are shown with cross horizontal holes 13 for hinge pins 14see Fig. 5. Each clamping assembly 11 comprises a pair of hook bolts 15 which, for attaching the channel and hinge arm assembly to the vehicle, can be easily hooked over the bumper hanger bars D, as will be evident, and with their shanks or straight portions 16 depending from the bars D in approximately proper position to straddle the bolster channel 10. The channel 10 is simply lifted into place and secured by clamping plates 17 and threaded nuts 18 abutting the plates 17. No part of the vehicle has to be disturbed or weakened in attaching the mounting assembly B thereto. If the usual bumper-bar-shrouding sheet metal (not shown) of the automobile body lies fairly close to the bumper hanger bars D it can be sprung upwardly by the hooked ends of the hook bolts 15 but without doing damage thereto in properly positioning the bolts.

The frame of the snow plow which is of strongly self bracing skeleton construction and light enough in weight so that the implement can be fairly easily handled for mounting of it on the vehicle by one person, is equipped with two mutually rigid hinge elements 20 of inverted channel form (supports described later) which loosely mate the mounting arms 12 (see Fig. 5) and are secured by the pivot pins 14 in horizontally aligned openings 21 (Fig. 1) of the channel flanges.

Referring further to the snow plow frame construction, best shown in Fig. 1, the nose assembly 2 for securing the blades IR and IL together in V formation at their forward ends and serving other important functions as will be shown, comprises principally two angle section members 22 and 23, hereinafter called angles. The flanges of angle 22 lie flatwise against the forward edge margins of the blades, and one flange 230 of angle 23 lies flatwise against the rear side of blade 1R. Vertical sheet steel nose plate 24, which in operation parts the snow in a known manner, has a flange 24:: approximately coextensive with one flange of angle 22. Conventional carriage bolts 25 (see Figs. 3 and 4) pass rearwardly through square openings in the various nose assembly members and the blades, as will be evident from inspection of Fig. 4, rigidly to hold all the just described parts together.

The flange 23a of angle 23 extends directly rearwardly in a vertical plane midway between the forward portions of the blades IR and IL. Operatively identical pusher bars 26, also shown as structural angles are pivotally secured to the rearwardly extending angle flange 23a at hole 23b thereof, Fig. 1. The flange 23a also pivotally supports a backing runner 27 of known construction, shown attached and in plow-lifting position in Fig. 1. Normally the backing runner trails as shown at 27A, Fig. 2. When the snow plow is pulled rearwardly by the vehicle the backing runner swings forwardly until a stop pin 28, fixed on and spanning the legs of the backing runner, engage the rear edge of flange 23a, temporarily lifting the forward end of the snow plow assembly about its attaching pivot pins 14.

The pusher bars 26 extend rearwardly from their pivot pin 30 on the nose assembly 2 in diverging horizontally spaced relationship to each other and above the cross frame angle member 3 as clearly shown. The inverted mounting-pivot-forming channels 20, as illustrated, are welded to an angle 31 bolted to the rear ends of the pusher bars 26. Angle 31 holds the pusher bars in properly spaced relationship and constitutes, with the pusher bars, a triangular truss element or assembly of inherent rigidity in its principal (i.e. generally horizontal) plane. In light duty models the pusher bar connector 31 can be omitted to reduce frame weight, in which case the rearward hinge-forming channels 20 would be welded directly to the ends of the pusher bars (not illustrated).

For adjustably connecting the pusher bars 26 to the cross frame member 3 of the blade assembly, whereby the rearward end portions of the blades can be normally maintained with their lower effective edge portions (channel formations 5 in the desired relationship to the track surface T, Fig. 2, a rigid upright channel 34 is strongly secured, as by bolts or welding to the cross frame member 3. The flanges 35 of the channel 34 are approximately parallel and close to the vertical flanges 36 of the pusher bars in all swung positions of the pusher bars about their forward connection 30, within the necessary range of movement of the pusher bars for blade height adjustment necessary to compensate for diflierences in elevation of bumper bars D on different vehicles. Flanges 35' have fully aligned or mutually registering rows of closely spaced openings 40 for fastening bolts 41. The bolts pass through elongated slots 42 in the pusher bar flanges 36.

With all the parts assembled as described, but before the bolts 41 are inserted (or at least tightened), the snow plow assembly and the vehicle are moved relatively toward each other and the channel hinge elements 20 are tested for vertical location, preferably by moving the channels-20 against the undersides of the hinge bars 12 of bumper-bar-attached mounting assembly B. The bars 12 thus serve as height test gages, and if, while the channels 20 are held up against the bars 12, the bolts 42 are then inserted and tightened in the nearest available openings 40 the blades IR and IL will be lifted to suitable elevations above the track surface when the mating hinge elements 12 and 20 are properly coupled by the pins 14 or as shown by Figs. 2 and 5.

The somewhat loosely telescoping relationship between the inverted, or downwardly open channels 20 and hinge bars 12, as partly exhibited by Fig. 5, assists greatly in the mounting of the snow plow because the webs of the channels 20 form downward abutments against the top sides of the bars 12 so that the snow plow does not have to be lifted in order finally to bring the holes 13 and 21 into hinge-pin-receiving alignment.

The hinge pins 14 are bluntly pointed as at 14a, Fig. 5 to assist in their insertion into associated openings 13 and 21, and the pins are held in place by strong spring cotters 45, Figs. 5 and 6. The cotters resemble staples, and spring arms 46 thereof are cammed into retaining position (see broken lines 46a, Fig. 6) by engagement with the rounded surfaces of the pins 14. Top spring loops 47 of the cotters extend horizontally so as to serve effectually as handles for inserting and removing the cotters.

The modified adjusting and locking connection shown by Fig. 7 (one pusher bar only and associated parts being partially shown) can be used, at least in light duty models, in lieu of the rows of holes 40 on cross frame supported bracket 34 etc. In Fig. 7 a set screw 41' replaces its correspondingly positioned fastener bolt 41 of the previously described construction; and the channel flange 35', opposite the region engaged by the set screw, is buttressed by a Z-bar 50 welded to the pusher bar 26.

We claim:

1. A V-type snow plow for interchangeable attachment to motor vehicles having bumpers and longitudinally extending hanger bars therefor at various elevations above the track or roadway, the snow plow comprising a blade assembly including a pair of sheet metal blades and means securing the forward end portions of the blades rigidly together in V formation, said means including a structural angle member having a flange portion projecting rearwardly between the blades approximately centrally thereof, track surface contacting means operatively rigid with the blades and capable of supporting the lower, forwardly disposed, edge portions of the blades at a predetermined elevation relative to the track surface, a pair of separate substantially rigid pusher bars pivotally connected on a common horizontal axis to said flange portion and extending rearwardly between the blades in horizontally spaced relationship to each other, mounting means adapted for rigid demountable attachment to the vehicle bumper hanger bars in underhanging transverse relationship thereto and having readily detachable pivot pin connections operative with the rear ends of the pusher bars on a common horizontal axis normal to the path of movement of the vehicle, substantially rigid, generally horizontally extending means connecting rearward portions of the blades together and extending crosswise of the pusher bars, a structural channel operatively rigid with the substanitally rigid means and having generally upright flange portions immediately adjacent respective pusher bars in various swung positions of the pusher bars about their pivotal connections with the blade assembly, and fastening means arranged to secure the pusher bars selectively in rigid relationship to said upright flange portions of the structural channel at a variety of distances from said substantially rigid means, whereby the rearwardly disposed lower edge portions of the blades can be adjusted and suspended by the pusher bars and said substantially rigid means at approximately equal elevations relative to the track surface.

2. In a motor vehicle operated V-type snow plow, a pair of sheet metal blades, a nose assembly securing the blades in V formation and comprising two structurally flanged members, one secured in overlapping relationship to the forward and outward apical margins of both blades and the other secured in overlapping relation to a rearward :apical margin of at least one of the blades, said other having a rearwardly extending flange in a vertical plane approximately midway between the blades, pusher arms secured to said flange and extending rearwardly therefrom between the blades in spaced relation to each other, means to attach the pusher :arms to a propelling vehicle on a horizontal pivot axis, frame means rigidly securing the pushed arms to rear portions of the blades to hold those portions at a desired elevation through the said pivotal attachment means, track surface engaging means supported by the nose assembly for holding the apically connected portions of the blades at a desired working elevation during forward movement of the vehicle, and a backing runner pivotally secured to said rearwardly extending flange of the nose assembly and arranged to lift the forward end portion of the plow when the vehicle is driven rearwardly.

3. A V-type snow plow assembly adapted for interchangeable attachment to motor vehicles having points for attachment located various distances above the track surface to be cleared of snow, said assembly comprising, a pair of sheet metal blades, a. rigid nose portion including means securing the forward end portions of the blades together in V-formation and further including track surface contacting means associated with the nose portion and operative to hold said forward ends of the blades in predetermined spaced relation to the track surface, a pair of substantially rigid push-er bars pivotally connected to the nose portion between the blades on a horizontal axis and diverging rearwardly from each other, mounting means adapted for rigid attachment to the vehicle and having readily detachable hinge connections with the rear ends of the pusher bars on a common horizontal axis normal to the path of movement of the vehicle, a substantially rigid cross frame member connecting rearward portions of the blades rigidly together and extending in vertically spaced relationship to both pusher bars, and rigid, generally upright bracket means on the cross frame member having mutually rigid, horizontally spaced apart approximately vertically extending portions disposed adjacent respective pusher bars in a relatively wide range of swung positions of the pusher bars about their pivotal connections to the nose portion, each of said approximately vertically extending portions of the bracket means and relatively adjacent portions of the respective pusher bars having cooperable means adapted and arranged for selectively [attaching the pusher bars to the bracket means in a series of positions along the approximately vertically extending portions of the bracket means, whereby the rearwardly disposed lower marginal portions of the blades will, during operation, be spaced approximately fixed distances above the track surface, solely through rigid suspension of the rearward portions of the blades by the pusher bars and cross frame member, despite variations in elevation of said hinge connections of the pusher bars with the vehicle above the track surface.

References Cited in the file of this patent UNITED STATES PATENTS 1,589,748 Frink June 22, 1926 2,055,794 Hewitt Sept. 29, 1936 2,103,775 Frink Dec. 28, 1937 2,143,726 Acton Ian. 10, 1939 2,437,291 Bourne Mar. 9, 1948 2,440,905 Maxim et al. May 4, 1948 2,754,601 Meyer July 17, 1956 FOREIGN PATENTS 459,705 Canada Sept. 13, 1949 894,565 Germany Oct. 26, 1953 522,812 Great Britain June 27, 1940 65,864 Sweden Aug. 28, 1928

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