US662372A - Motor-vehicle. - Google Patents

Description

No. 662,372. Patented Nov. 20, I900.

T. B. noouzv.

mama VEHICLE.

(Application filed Mar. 19, 1900.

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Patented Nov. 20, I900.

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MOTOR VEHICLE.

(Application filed Mar. 19. 1900. (No Model.) 3 Sheets-Sheet 2. n' 'I M b H v 1/ lirwer'oior: I'lwmaIsBJMo y,

THE ponms PETERS co v PHOTO- m. 662,372.. Patented Ndv. 20, I900.

I T. B. noouzv.

MOTOR VEHICLE.

(Application filed Mar. 19, 1900.)

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' UNITED STATES THOMAS B. DOOLEY, OF MALDEN, MASSACHUSETTS, ASSIGNOR TO EVERETT D. WIGGIN, TRUSTEE.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 662,372, dated November 20, 1900.

Application filed March 19, 1900. Serial No. 9,155. tNo model-J To (all whom it nuty concern:

Be it known that I, THOMAS B. DOOLEY, of Maiden, in the county of Middlesex and State of Massachusetts, have invented certain new and useful Improvements in Motor-Vehicles,

of which the following is a description sufficiently full, clear, and exact to enable those skilled in the art to which it appertains or with which itis most nearly connected to make and use the same.

This invention has relation to automobiles or motor-carriages that is, carriages or vehicles that are driven by power in contradistinction to the same means that are I5 ordinarily drawn by horses.

It is the object of the invention to improve the construction of the framework which carries the engine and other parts of the load, so that the latter may remain substantially level and not be influenced as to position by slight variations in the different heights or positions of the wheel.

It is further the object of the invention to box the equalizing mechanism in a sub- 5 stantial casing and truss the casing from its ends to connections with the axle, so as to stiffen and strengthen all of the connected parts to enable them to accomplish perfectly the functions designed to be secured by them.

It is also the object of the inventionto provide other improvements in motor-carriages,

all as will hereinafter more fully appear.

Reference is to be had to the annexed drawings, and to the letters marked thereon, forming a part of this specification, the same.letters designating the same parts or features,

as the case may be, wherever they occur.

In the drawings, Figure 1 is a plan view of a motorcarriage embodying my improve 4 ments, the body and all other parts not cooperating with my invention being removed, and the same is true of all the other views of the drawings. Fig. 2 is a horizontal sectional View of the rear portion of the carriage-frame embodying my improvements located at or in proximity to the rear axle. Fig. 3 is a vertical sectional detail view showing the manner of trussing the box or casing of equalizing mechanism with means at the ends of the axles supported by the latter, so as to render the parts stiff and rigid and keep them in proper place and alinement under all conditions. Fig. 4 is a front view of the improved means for supporting the vehicle.

In the drawings, a designates the framework of the running-gear, which framework is composed of tubes,rods,bars,or other forms of means, all preferably composed of metal. The frame supports the cylinders 19 b for operating the driving mechanism, which cylinders are connected by suitable means, as shown, with cranks on the crank-shaft c.

The means described so far are a little more than diagrammatic and are meant to equip the carriage so that it may run at varying speedsthat is, at a slow or high speed. Briefly described, the mechanism mentioned consists of a large gear-wheel d and a small gear-Wheel e, running loose on the crankshaft c. Between said two gear-wheels is a clutch-gear f, splined on the shaft 0 and driven by it, though adapted by its splined connection to be moved longitudinally on the shafta thing that may be done by the forked lever g (shown in Fig. 1) operating between the clutch-gears h and 't'.

It will be understood that the clutch-gear fis provided with means whereby it may become engaged with the gears 01 and e-that is, so that when the clutch-gear f is moved toward the gear (1 it will become engaged therewith, while the gear 6 will run without efiect on the crank-shaft,and when the clutch-gear is moved in the opposite direction it will become engaged with the gear a and turn that gear, while the gear d will be released to run loose upon the shaft without effect. The said gears d and (2 will mesh with gears j and k on the rear divided axle l, upon which axle between the gears j and 7c are bevel-gears, constituting the well-known so-called equalizing mechanism.

All the parts so far described constitute no part of my present invention and will be readily understood by those skilled in the art without further description.

The inner ends of the divided rear axle extend into and are secured to the bearings consisting of the hubs mof the gears of the equalizing mechanism with which they cooperate.

Each of the said bearings is arranged to run upon antifrictiou-rollers 11, arranged in a box 0, having its outer surface rounded as though it formed the central segment of a sphere and having side or end piecesp screwed in the sides to keep the rollers. face of this segment of a sphere 0 has correspondingly-shaped bearings for-med in the box or casing q, inclosing the equalizing device and supporting the same and all connections with the inner ends of the divided shaft or axle. The outer ends of the divided axle are constructed and operate in bearings similar to that of the inner ends. Instead, however, of theboxes 0 being supported by the casing q they are sustained in the center of disks 1' adjacent to the wheels.

The casing q is braced and supported by means of rods i, the rods extending between the said casing and the disk 0, the ends of the rods being screw-threaded and provided with nuts, as shown, whereby the latter may be turned up and so brace and secure the easing q in rigid position and also hold the disks r rigid and so stiffen the frame and all parts connected with the casing q and bearings for the divided axle Z. From the hub of the disk 'I' there extend forward toward the front wheels suitable tubes or rods to form the frame. (Bestshownin Fig.1.) 'lheform and construction of the said rods are best shown in Fig. 3, where one rod u extends upward and forward from the hub r, While another rod 7) extends directly forward in a horizontal line, the two rods being braced at suitable points by connections between them, as indicated at to. These rods u and o are made tubular for part of their lengths and are connected with solid-parts, as shown in Fig. 3, by having branches of the solid parts extend into the tubular parts of said rods. In addition to the side rods or tubes 11. o the structure at or about the rear axle Z has cross rods or tubes connected with the side rods, so as to render the parts still more rigid at this point.

Under the construction thus far shown it will be observed that the construction and bracing of the box q and connected parts not only secures stiffness, rigidity, and proper alinement'of the shafts, bearings, gears, disc, but should undue strain come upon the rear axle, which would tend to impart torsional or other undue strain on the gears, the hearing 0, which in its relationship to the frame is to all intents and purposes a ball-bearing,

will yield, so that the rollers n will not become bound in their supports, and, in fact, so

,that none of the operative parts of the motor tion of the body when the wheels are running over uneven surfaces is provided. It will be understood that the ball-bearing connec- The outer sur-- tion between the frame and rear axle consists of a ring formed as the central segment of a sphere, the external bearings for the ring corresponding with the form of the latter, the axle passing through the sleeve m and the rollers 'It surrounding the sleeve between the latter and the inner surface of the ring.

The manner of supporting the equalizing device and its connections at the center of the divided axle through the medium of the rods t and disks 1* is also considered of importance in this invention.

I may next describe the connection of what has already been explained fully with the front wheels and a steering apparatus, the connection being through the medium of the frame-rods a. It may be stated, however, that while the steering mechanism is fully described it forms no part of my present invention.

Theframe-rods a extend from the front to the rear axle. At their front ends they are secured to the cross or bolster bar y, provided at each of its ends with a thimble z, through which a bolt extends, said bolt being connected at its lower end to the axle-support a and having a bevel-gear b or it may be a beveltoothed segment secured to its upper end.

0 is a shaft provided on each end with a bevel-gear d, which meshes with its respective gear-wheel b. The shaft 0 is provided with bearing a e, formed on the upper ends of the brackets f f, secured at their lower ends to the cross-bar y.

g represents the wheel-spindles, (shown as broken off in Fig. 4,) which are formed on the outer ends of the axles h, fixed in the supports a. The said spindles g, it will be understood, are constructed so that the front wheels of the carriage may turn thereon. Alever t" is secured to the shaft 0 and extends upward to an appropriate point, so that by moving the said lever forward or backward the axles, spindles, and axle-supports will be swung around in one direction or the other through the medium of the gears d, shaft 0, andgears b and their bolts extending through the thimble-bearings .2.

In some places in the drawings portions are represented as broken away to show preferable, though not essential, forms of construction. Figs. 1 and 2 give a clear understanding of the construction of the frame when viewed from above, while Fig. 3 does the same thing when the frame is viewed from the side.

It will be understood that thepart 0, its bearing, and means cooperating therewith, which have been referred to as a ball-bearing, operate somewhat on the principle of a universal joint, and any means accomplishing this same result will be regarded as coming within the limit or scope of the invention.

Having thus explained the nature of the invention and described away of constructing and using the same, though without attempting to set forth all of the forms in which it may be made or all of the modes of its use, it is declared that what is claimed is 1. A motor-vehicle frame provided with a centrally-divided axle, each inner and outer end of each divided part having bearings arranged in a box having its outer surface rounded to permit it to rock and brace-rods t between the hearings to stiifen and support them, as set forth.

2. A motor-vehicle frame, in combination with the divided axle of the vehicle, an equalizing mechanism thereon, a casing inclosing the said mechanism, disks r on the outer ends .OfthB axles, and bracing devices between the casing and disks, substantially as disclosed.

3. A motor-vehicle frame, in combination with the divided axle of the vehicle, an equalizing mechanism thereon, a casing inclosing the said mechanism, disks 7 on the outer ends of the axles, and bracing devices between the casing and disks, and a ball-bearing connection of the frame with the axle, said ball-bearing connection being arranged at points coincident with the sides of the casing and said disks, substantially as disclosed.

4. In a vehicle, the combination of a frame; a divided axle; wheels thereon; equalizinggearing connecting the inner ends of the axle members; a casing for said equalizingearing; and bearings for the axle members having rounded exterior surfaces engaging said casing.

5. In a vehicle, the combination of a frame, a divided axle; wheels thereon; bearing for the outer ends of the axle members with rounded exteriors engaging the frame; equalizing-gearing connecting the inner ends of the axle members; a casing inclosing the equalizing-gearing; and bearings for the inner ends of the shaft members having rounded exteriors engaging the said casing.

6. In a vehicle, the combination of a frame; a divided axle; Wheels thereon; bearings for the outer ends of the axle members with rounded exteriors engaging the frame; equalizing-gearing connecting the inner ends of the axle members; a casing inclosing the equalizing-gearing; and brace-rods extending between the latter and the portions of the frame engaged by the bearings for the outer ends of the axle members.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, this 29th day of January, A. D. 1900.

THOMAS B. DOOLEY.

Witnesses:

ARTHUR W. CROSSLEY, ANNIE J. DAILEY.

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