US615733A

US615733A - Running-gear for vehicles

Info

Publication number: US615733A
Authority: US
Publication date: 1898-12-13
Anticipated expiration: 1915-12-13

Description

N0. 6|5.733 Patented Dec. l3, I898.

- H. A. MUCKLE.

RUNNING GEAR FOR VEHICLES.

(Application filed May 2, 1898) 2 Sheats--Sheex I.

witnesses W, W41

No. 6l5,733. Patented Dec. l3, I898.

H. A. MUCKLE.

RUNNING GEAR FOR VEHICLES.

(Application filed May 2. 1898.,

(No Model.) 2 Sheets--Shaet 2.

QXHT/neowo NITED STATES PATENT OFFICE.

HENRY A. MUCKLE, OF ST. PAUL, MINNESOTA.

RUNNING-GEAR FOR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 615,733, dated December 13, 1898. Application filed May 2,1898. Serial No. 679,505. (No model.)

T 0 all whom it may concern.- Be it known that I, HENRY A. MUOKLE, citizen of the United States, residing at St. Paul, in the county of Ramsey and State of Minnesota, have invented certain new and useful Improvements in Running-Gear for Vehicles, of which the following is a specification.

lWly present invention relates to runninggear for vehicles, and has reference more particularly to the formation and arrangement of the springs and also to the manner of and means'for suspending the body therefrom.

The construction employed is illustrated in the accompanying drawings, forming a part of this specification, wherein Figure 1 is a perspective view of so much of the running-gear as is necessary to aproper understanding of the invention, the front axle, the wheels, and the body being omitted for the sake of clearness; Fig. 2, a perspective view of one of the body-hangers, some of the parts being shown detached; Fig. 3, a sectional view of the hanger, taken on the line 1 1 of Fig. 4, wherein the movement of the hanger and body and their relative positions are shown; Fig. 4, a bottom plan view of the body, the hangers, and the short springs to which the hangers are attached, the main or longitudinal springs being broken away; Fig. 5, a perspective view of the combined step and scraper-iron, and Fig. 6 a similar view showing an equalizer.

I My invention has for its object the production of an easy-riding running-gear, the reduction of the strain and wear upon certain parts of the gear and body and upon the vehicle-fastenings, the reduction of the cost of construction, and an increase at the same time of the durability of the vehicle and the parts thereof.

To this end the invention consists in the employment of a construction wherein the body without strain or wear upon connectionbolts and fastenings has-freedom to swing or move to a limited extent in the direction of the length of the gear, and each section of the springs has freedom to elongate and contract, whereby the parts of the gear, its connections and the fastenings thereof, and the body and its occupants are relieved from those trying jars and. thrusts which cannot be compensated for or absorbed by the present method of construction. Special springs and arrangements thereof are also employed for securingthe proper suspension of the body and to'take up and absorb those shocks which are not compensated for by the swinging movement j u'st alluded to. Otheradvantages are present and will appear in the following description.

Heretofore various attempts have been made to bring about the objects above stated and various constructions have been devised, but so far as I am aware and speaking as a practical carriage-builder none of these attempts have been successful. In placing the body upon a swinging spring-support many conditions have to be considered which are not present where the'bodyis rigidly attached to the springs. v

Care must be taken to prevent too great a lateral or side rocking movement and also too greata swing in the direction of the length of the gear. which carries the body and load is suspended from the free ends of springs, as in the present case, care must also be exercised that the suspending-springs are not too long, or, in other words, that the distance between the point of suspension and attachment of the suspending-spring to the gear is not too great. Means must also be employed to prevent cramping or binding of the attaching device between the body and the suspending device, and the construction must be such as to re- WVhere the swinging support.

strain any tendency the body mayhave to dive and strike. The connections and fastenings must also be of such construction and arrangement that they will work in harmony for the end sought to be attained and each relieve the others, so far as possible, from wearing and destructive strain. After much thought and study and careful experimentation I have overcome all of these objections by the construction of the running-gear illustrated in the annexed drawings and now to be described.

Referring to Fig. l of the drawings, A denotes the rear axle, and B the front bolster, connected by suitable perches or braces C. These parts maybe of any suitable construction desired, and those shown are for the purposes of illustration only.

The longitudinal or main springs comprise the flat central section E and the two straight end sections'F, inclining downwardly therefrom. These springs are connected to the rear axle and the bolster by equalizers, as indicated in Fig. 6, or shackles F of well-known form or construction, the parts being coupled or hung up in a manner well known to vehicle-makers as short. This formation of the spring is the preferred one. It carries high, which it is obvious is desirable. Its appearance is not unsightly or objectionable. For a given carrying capacity it requires less weight of steel than other forms. Its yielding under the burden of the load is distributed and absorbed more uniformly through the whole length of the spring than is done when the ordinary high-carrying semi-elliptic form is used, thereby lesseningin this method of construction any tendency the body may have to pitch and dive. The use of the equalizers is also preferable, though I do not desire to limit myself to this particular preferred form for a high-carrying longitudinal main spring just described, nor to the employment of the equalizers, as the springs may be connected to the axle and the bolster without the intervention of the equalizers, as is oftentimes done in carriage-building.

Secured upon the central flat section E of the main springs are the supplemental or suspension springs, having a flattened central section G and the cyma-recta arms H, which extend out over the end sections F of the main spring. This form of the suspensionsprings I find byexperience secures the greatest evenness ol elasticity when secured to the lower or main springs and any tendency to torsion strain and bucklingis avoided. While this is the preferred form of suspen sion spring and has been found to give excellent results, I do not desire to be understood as limiting myself to its use, especially in connection with other parts of the structure-for instance, in connection with the particular form of longitudinal spring just described or in connection with the form of body-support hereinafter set forth. For example, a semi-elliptic spring might under certain conditions be employed.

Suitable clips I are employed to secure the springs together and to maintain them in place one upon the other. Said clips also serve the purpose of securing the step J and scraper-iron W in place. Said step and scraper-iron are, as shown in Figs. 1 and 5, formed in one piece or made in two pieces securely riveted together, making in effect one piece, suitable openings or holes (6 being formed in the body thereof and in ears 1) extending therefrom, through which the ends of the clips pass.

By the construction shown the main body portion of this combined step and scraperiron bears directly under the entire lower face of the central flat section E and in connection with the clips I serves to brace the main spring at this point and to renderits connection with the upper suspension-springs more rigid. It also does away with the use or necessity for separate connecting-bolts for the scraper-iron and for the step in attaching the same to the gear and the necessity of attaching the step to an unstable portion of the vehicle. The outer ends of the cyma-recta sections or arms H are turned back upon themselves, forming eyes H, the eyes of each pair of ends being in alinement. From the ends of these springs are suspended the L-shaped castings or forgings K. (Shown in detail in Fig. 2.) The upper ends of the castings are formed with a yoke L, the arms or members of which embrace the eyes H formed on the sections H and are pivoted and secured thereto bysuitable bolts. The opposite or horizontal ends of the castings are formed with elongated flat seats or recesses M, designed to receive and embrace the ends of a bar or rod N, the bar and castings being securely bolted together, so that as one casting swings the the other must of necessity partake of the same movement. In other words, the castings and their connecting-bar form a bail which is pivotally suspended from the outer ends of the cyma-recta sections.

Each of the castings at that portion intermediate the seat M and the upright member is provided or formed with a rounded face or crown 0, below which is an opening I the lower part of the opening being defined by the downwardly-inclining faces Q Q, Fig. 3.

It will be noticed that the upper end or head of the castings K is deflected outwardly and the lower part of the upright part occupies a position between the lower spring and the body. This form permits central connection .with the head of the suspensionspring, thereby avoiding torsion strain, binding, and uneven wear at the end of the spring, also throwing the casting and lower spring out of line, so that they cannot strike. It is obvious that the upright member of the hanger could be made straight and take a pivotal connection at right angles at'the side of the ends of section II without departing from the spirit of my invention.

R indi ates a plate provided with a concave seat or bearing-surface S, designed to rest and work upon the rounded face 0 of the casting K. To secure plate R upon the casting K and maintain the surfaces 0 and S in proper relation to each other, a short strap '1, having a curved depression U formed centrally therein, is passed through the opening P and secured by bolts to the plate It. The strap T being of a width equal to the width of the opening P it will thus be seen that the plate R is securely held to its place, and while free to tilt or rock upon its rounded seat 0, limited only by coming into contact with the inclined faces Q Q, it cannot nevertheless move sidewise or becomedisplaced. To more securely hold and maintain the plates together, suitable lugs U extend down from the under face of plate R, the ends of strap T bearing directly against the inner faces of the same when the parts are assembled.

It will be noted upon reference to Fig. 2 that the horizontal ends of the castings K are slightly offset and also that both of the castings K are the same, the one at the right being simply turned around, so that when the rod N is secured in place it comes into alinement with the yokes L and the eyes formed upon the ends of the cyma-recta or drooping ends of sections H.

The vehicle-body V, Figs. 3 and 4, is bolted upon the plates R, the body extending out quite a distance beyond said plates and consequently beyond the ends of the suspensionsprings. In attaching the body care should be used to have the two body-supports in substantially the same position relative to each other, so they will act in harmony or not bind or work against each other.

The gear thus constructed has many advantages. The elevated portion of the main springs permits the body to swing without danger of its ends striking the gear at front or rear, and also, as there are no side bars, the vehicle may turn unusually short. The

. tying together of each pair of the suspensionsprings by the body-hangers or suspending devices prevents any lateral displacement thereof and materially strengthens the whole structure.

By my construction all parts are securely connected together at those fastenings and points of connection where in ordinary construction strains come which try the strength and life of the gear, body, and vehicle,"while at the same time easy and natural motion and movement of parts is permitted. Freedom of action is furnished at those connections where in use the vehicle is seeking freedom, and wear of parts and strains are thereby reduced to a minimum. The construction is not complicated or expensive or liable to get out of repair, and any one with common knowledge can substitute easily, when needed, new parts or fittings with ordinary tools.

The suspension -springs under this construction (and this is one of the objects of my invention) are given full freedom to elongate and contract. rigid means used to elevate and support the body. They are in fact as well as in name springs and with the lower spring and pivotal attachment of the body furnish a double spring containing qualities of strength and softness superior, I believe, to any form of double springs heretofore produced.

Any shock caused by the vehicle passing over an ordinary or slight obstruction will be absorbed by the springs without any perceptible movement or swing of the body. If, however, one or more of the wheels of the vehicle should strike or enter any unusual obstruction for which the compound or double springs could not compensate, or should They are more than av the vehicle quickly turn a corner, then the swinging movement of the body comes into play and relieves the occupant of the vehicle and protects the gear and body from any trying thrusts or shock.

The suspension of the body bet-ween the compound springs and pivotally from the free ends of the supension-springs gives an ease of action and movement which is not otherwise obtainable, and while the body is held practically rigid against lateral movement, due principally to the short hanging up of the springs and the tying together of the ends of the suspension-springs, there is, however, still enough give in the parts to allow such slight movement in that direction as may be necessary and desirable.

It will be noted that the center of gravity of the body is quite a distance below the top of the suspension-springs, and this low suspension serves to make the gear compact.

Having thus described my invention, what I'claim is- K 1. In a vehicle-gear, the combination of bowed longitudinal side springs; cyma-recta springs H secured thereon and in line therewith and having eyes formed in their outer ends; L-shaped castings pivoted pendent to said eyes; a bar N connecting the horizontal members of said castings; plates pivotally secured upon the castings; and a body secured upon the plates.

2. In a vehicle-gear, the combination of longitudinal side springs rising from each end toward the center; suspension-springs with drooping ends secured upon the central portion and extending out over and in line with the side springs; body-supports pivoted to and extending across from the opposite ends of said suspension-springs; and a body pivotally mounted upon said supports.

3. In a vehicle-gear, the combination of longitudinal side springs rising from each end toward the center; cyma-recta suspensionsprings secured upon the central portion and extending out over said side springs; depending body-supports pivoted to and extending across from the opposite ends of said suspension-springs; and a body pivotally supported upon said supports.

4. In a vehicle-gear, the combination of 1ongitudinal side springs each springcomprising a central'fiat section and straight downwardly inclined ends; suspension springs mounted on said central section and having cyma-recta arms extending out over said inclined ends; dependingbody supports pivoted to and extending across from the opposite ends of said suspension-springs; and a body pivotally secured upon said supports, said body being of a length longer than the suspensionsprings, substantially as described.

5. In a vehicle-gear, the combination of lon gitudinal side springs each comprising a fiat central section E with downwardly-inclined straight end sections F formed integral therewith; suspension-springs mounted upon and IIC secured to said central section, said suspension-springs having cyma-reota ends II; depending body-supports pivoted to and extending across from the opposite ends of said cyma-recta sections; and a body pivotally secured upon said supports between said suspension-springs, substantially as described.

6. In a running-gear for vehicles, the combination of longitudinal side springs each comprising a fiat central section E with downwardly inclined straight end sections F; equalizers connecting the ends of said springs up short with the axle and bolster of the gear; suspension-springs mounted upon said central section E and having cyma-recta arms II; depending body-supports pivoted to and extending across from the opposite ends of said cyma-recta sections; and a body pivotally secured upon said supports, substantially as described.

7. In a running-gear for vehicles, the combination of a longitudinal spring having a flat central section; a suspension-spring secured upon the upper face of said section; and a combined step and scraper-iron secured to the under side of said fiat sect-ion, substan' tially as described.

8. In a running-gear for vehicles, the combination of a longitudinal spring having a flat central section; a suspension-spring reversed in position mounted thereon; a combined step and scraper-iron resting against the under side of said flat central section; and means for binding said parts together.

9. In a running-gear for vehicles, the combination of a longitudinal spring having a flat central section; a suspension-spring reversed in position mounted thereon having eyes formed in its outer ends; a combined step and scraper-iron resting against the under side of said flat central section,said iron having cars a and openings 1) formed in said ears; and clips I passing around the springs and extending down through the openings 1) substantially as described. I

10. In a vehicle-gear, the combination of longitudinal side springs; cyma-recta springs H secured thereto and having eyes formed in their outer ends; L-shaped castings pivoted to said ends; a bar N connecting the horizontal members of said castings; plates pivotally secured upon the castings; and a body secured to the upper faces of said plates, substantially as and for the purpose described.

11. In a vehicle-gear, the combination of longitudinal side springs; eyma-recta springs ll secured thereto and having eyes formed in their outer ends; L-shaped castings K having yokes L designed to embrace the eyes; bolts pivotally securing said eyes and yokes together; rounded bearing-faces 0 formed upon the horizontal members of said castings; openin gs P formed in the castings below said faces 0; plates R seated upon the faces 0; straps T extending through said openings and bolted to plates R; rods N connecting the castings in pairs; and a body mountedand secured upon the said plates R.

12. In combination with the running-gear of a vehicle an L-shaped casting K provided with a yoke L designed to be secured to the free end of a suspension-spring; a rounded bearing 0; an opening P formed below said bearing, and having lower converging walls Q, Q; a recess M formed in the side face of the horizontal arm of said casting; a plate R provided with a curved seat designed to fit on the rounded face 0; and astrap T passing through openings P and secured to plate R, substantially as described.

13. In a vehicle-gear, the combination of a pair of bowed longitudinal side springs; a pair of reversely-bowed suspension-springs mounted thereon and in line therewith, said suspension-springs being relatively shorter and having eyes formed in their outer ends; dependent L-shaped members pivoted to said eyes; bars connecting the horizontal arms of said members in pairs; and a body pivotally mounted on said members.

14:. In a vehicle-gear, the combination of bowed longitudinal side springs; cyma-recta springs II secured thereon and in line therewith and having eyes formed in their outer ends; L-shaped castings pivoted pendent to said ends; a barN connecting in pairs opposite ends of the horizontal members of said castings; plates pivotally secured upon the castings; and a body secured upon the plates.

15. In avehicle-gear the combination of 1011- gitudinal side springs rising from each end toward the center; reversely-arranged suspension-springs with drooping ends, secured upon the central portion and extending out in line with the side springs; body-supports pivoted to and extending across from the opposite ends of said suspension-springs and a body pivotally mounted upon said supports.

In witness whereof I hereunto set my hand in the presence of two witnesses.

HENRY A. MUOKLE.

\Vitnesses GEORGE EDWARD BUDD, CHAS. N. BELL.