US687667A - Running-gear for automobiles. - Google Patents

Description

RUNNING GEAR FR A'UTDMOBILES.

(Appicaion 'med my 4, .1901.1

' 4 sheets-sheet l.

' (No Model.)

HIIIIIIIIIIIIIIIHIHII uuml-:mumm- N0. 687,667. Patented Noy. l26,` |901.-

' E. F. STEELE.

Y RUNNING GEABFOR AUTOMOBILES.

(A'pplicatinn led May 4, 1901.)

(no Middel.) 4 shuts-sheet 2.

A from/Er;

No. 687,667. Patented Nov. 26, 190|.

E. F. STEELE.

l RUNNING GEAR FOB AUTDMDBILES.

(Application Bled May 4, 1901.1

No. 687,667, Patented Nov. 26, |9\0|.

E. .F.. STEELE.

RUNNING GEAR FDH AUTOMOBILES.

(Application led May 4, 1901.)

(No Model.) l4 Sheets--Shefet 4.

me Norms PETERS c q. mpraummwnwurou. om.

Nirnn STATES Arnr trice.

ELLIAH F. STEELE, OF WALIJINGFORD, CONNECTICUT.

RUNNING-GEAR FOR AUTOMOBILES.

SPECIFICATION forming part of Letters Patent No. 687,667', dated November 26, 1901. Application filed May 4, 1901. Serial IIa-58,743. `(No model.)

To all whom L'v' may oon/067%: l

Be it known that I, ELIJAH F. STEELE, ot Wallingford, in the county of New Haven and State of Connecticut, have invented a new Improvementin Run ning-Gear forAutomobiles; and I do hereby declare the following, when taken in connection with the accompanying drawings and the numerals of reference marked thereon, to be a full, clear, and exact description of the same, and which said drawings constitute part of this specification, and represent, in-

Figure 1, a plan view of one form which a running-gear constructed in accordance with my invention may assume, portions of the vehicle-wheels being broken away; Fig. 2, a View in front elevation of the front-wheel frame and the gears connected therewith; Fig. 8, an enlarged broken view, in vertical section, on the line ab of Fig. 1, showing the antifrictionrollers employed in the connections between the wheel-frames and the vehicle-wheels to prevent the cramping of the parts; Fig. 4,. a detail view, in horizontal section, on the line o d of Fig. 3; Fig. 5, a detached View, in side elevation, of one of the wheel-axles; Fig. 6, a plan view thereof; Fig. 7a broken view, in side elevation, of the running-gear with the near vehicle-Wheels removed, illustrating the connection of the steering-handle with the front and rear wheel frames; Fig. 8, a broken view, in vertical section, on the line efof Fig. 1, with the rear wheels removed; Fig. S), a broken View, in vertical section, on the line g it of Fig. 1; Fig. 10, a diagrammatic view of such a diierential gear as may be employed; Fig. 11, a detached plan view of the frontwheel frame; Fig. 12, a view thereof in front elevation; Fig. 13, a reverse plan view thereof; Fig. 14, a View in vertical cross-section on the line j of Fig. 13.

My invention relates to an improvement in running-gear for automobiles, the object being to provide for suc-h vehicles, whatever power they may employ, simple, compact, and durable running-gear constructed with particular reference to the most economical utili- Zation of power and toits quick response and accommodation to the wide range of varying conditions Inet with in driving and steering an automobile through city streets and alleys and over country highways and roads.

With these ends in view my invention consists in a running-gear having certain details of construction and combinations of parts, as will be hereinafterdescribed, and pointed out inthe claims.

As herein shown, my improved runninggear is constructed with reference to positively driving all four of the vehicle-wheels and to positively steering with all of the said wheels; but, if desired, I .may leave oif the driving connections of the two front wheels and positively drive the two rear wheels and steer with all four wheels, or I may positively drive with two wheels and steer with two wheels. These suggested changes involve merely omissions of parts, and hence do not require illustration or further description.

In carrying out my invention I employ a rectangular main frame 2 of any suitable form and construction and provided at its front end with a platform 3, from the forward end of which depends a journal-box 4, having a cap 5 andreceiving the forward trunnion G of the tilting forward-wl1eel frame 7, the tubular rear trunnion 8 ofwhich is received by a journal-box 9, having a cap 10, as clearly shown in Fig. 9. Under this construction provision is made for the tilting action of the front-wheel frame without disturbing the position of the main frame 2, which remains horizontal while either end of the said wheel-.frame is lifted-as, for instance, by irregularities in the road or by the running of one or the otherof thefront wheels 15 15a over stones or other obstructions. The rear end of the main frame 2 is solidly secured to the rear-wheel frame 11 by means of bolts 12, furnished with nuts 13 and passing through tubular posts 14, which rest upon the frame 11, and which in turn have the rear end of the frame 2 rested upon them; but

other means may` be provided for rigidly s'ecuring the rear end of the frame 2 tothe rearwheel frame 11.

To provide for positively driving the two front Wheels 15 and 15a, I employ a main driving or power shaft 17, located centrally below the main frame 2 and extending parallel therewith. At its forward end this shaft 17 extends through the tubular trnnnion 8 of the rocking or tilting wheel-frame 7, as shown in Fig. 9. Under this construction the trun- IOO nions 6 and 8 are located in the same axial line With the driving-shaft 17, which carries the power to the front vehicle-wheels 15 and 15a and to the rear vehicle-wheels 16 and 16a. Now as the said trunnionsand the said shaft have the same axial center it will be obvious that the rocking or tilting of the wheel-frame 7 on its said trunnions will in no wise aie'ct the direct transmission of the power to the two front vehicle-wheels through the said shaft 17, which is entirely unaffected by the position of the wheel-frame 7 with respect to the main frame 2.

The forward end ofthe shaft 17 is provided with a bevel-pinion 18, located within an opening 19, formed within the large central portion or body 20 of the wheel-frame 7. The trunnions 6 and 8, already described, project from opposite points on the front and rear walls of the said wheel-frame body 20. The said bevel-pinion 18 meshes into a corresponding pinion 2l, also located within the opening 19 and mounted upon one end of a sleeve 22, which is rigidly secured to the section 23 of the divided front shaft and which receives the other section 23a of the said shaft. The two sections 23 and 23 of the said shaft are coupled together by differential gearing 24 of any approved construction, as shown in Fig. 10.

Inasmuch as differential gears are well understood both as to their construction and operation, it has seemed unncessary to show and describe herein such gears in detail; but it is to be said that differential gears of some sortas, for instance, those shown in Fig. 10are employed to couple together the adjacent sections 23 and 23 of the sectional front shaft. Under ordinary conditions these gears are at rest and virtually act as a rigid coupling. When, however, as in turning or cramping the vehicle, one wheel is called upon to move faster than the other, the differential gear is brought into play and permits one of the two sections 23 23a to remain at rest or to move faster than the other section on the well-known principle of differential gearing. Y

The sections 23 and 23 of the front shaft are locatedl in deep longitudinal grooves 24, formedin the under face of the front-wheel frame 7, and are held in place in the said grooves by means of small blocks 25, secured to the frame by means of nuts 26; but these blocks may be replaced by any other equivalent devices.

The outer ends of the shaft- sections 23 and 23 are provided with bevel-pinions 27, which are housed, as it were, in depending verticallyarranged triangular skeleton heads 28, formed integral with and located at the outer ends of the wheel-frame 3, below the upper face of which they depend. The said pinions 27, which are located in vertical plan es, mesh into horizontally-arranged bevel-pinions 2.9,which in turn mesh into bevel gear-wheels 30, rigidly secured to the inner faces of the vehiclewheels 15 15, with the pivotal axles 3l of which they are concentric. The said axles 31 are pivotally connected with the main frame 2, so as to permit the vehicle-wheels to be swungin vertical planes, as required forsteering the automobile. Obviously the vertical axes on which the wheel-'axles turn must coincide with the axes on which the bevel-pinions 29 turn, so that as the vehicle-wheels are swung around in steering the gear-wheels 30, rigidly attached to them, may ride, as it were, upon the bevel-pinions 29 at the same time the same are transmitting power to the vehicle-wheels for driving the automobile.

In order to prevent cramping in the connections between the front-wheel frame and the rear-wheel frame and the vehicle-wheels, I construct those connections so as to include antifriction instrumentalities. (Shown in one form in Figs. 3 and 4.) In carrying out this part of my invention I locate the shaft 32 of each of the pinions 29 within an upper series of antifriction-rollers 33 and a lower series of antifriction-rollers 34, separated from each other by a ring 35, interposed between their adjacent ends. These rollers, which are in direct contact with the shaft 32, are also in direct contact with a vertically-arranged steel bearingcase 3G, formed at its upper end with a flange 37, upon which the hub 29a of the bevel-pinion 29 rests. Each of the chambered heads 28 has its upper arm 38 formed with an opening 39 for the reception of the upper end of the said case 36 and its lower arm 40 formed with a corresponding opening 41 for the lower end of the said case. The said lower end of the case is internally threaded for the application to it of a threaded head 42, which bears against the lower face of the arm 40 and forms a bearing for a nut 43, applied to the lower end of the shaft 32, which extends down through the case and projects below it. The antifriction-rollers 33 and the antifriction-rollers 34 are therefore interposed directly between the shaft 32 and the case 36 inclosing it. lThe outer surface of the said case 36 forms a bearing for aset of antifriction-rollers 44, concentric with the rollers 33, and a corresponding set of rollers 44a, concentric with the rollers 34, the rollers 44 and 44 being separated from each other by a ring 44h, corresponding to the ring 35. The rollers 44 and 44a are coniined in place by and coact directly with the inner surface of the axle-sleeve 45, which is vertically arranged and which corresponds in length to the height of the space 45a between the arms 38 and 40 of the head 23. It will be understood, of course, that the shaft 32, the case 36, and the axle-sleeve 45 are concentricallyarranged.

It will be readily understood that under the foregoing construction the four sets of rollers will effectually prevent any tendency of the shaft 32 or axle-sleeve 45 to cramp owing to weight imposed upon the connections or to any other causes.

Under the construction justdescribed the front vehicle-wheels 15 15 and the rear ve- IOO IIO

hicle-wheels 16 16Pare free to be swung in vertical planes, as required for steering, and positively driven at the same time, for the reason, as aforesaid, that the vertical axes through which their pivotal axles are connected with the main frame 2 are coincident with the vertical axes of the shafts of the pinions 29, through which the power for' positively driving the vehicle-wheels is transmitted to them.

The main driving or power shaft 17 may be driven by power of whatever characterthat is to say, power supplied bya gasolene-engine, by steam, electricity, compressed air, compressed liquid, carbonic-acid gas, and so on. The power, however derived, is in the construction shown designed to be applied through a shaft 47, mounted in suitable bearings depending from the main frame 2. This shaft is furnished with a pinion 43, meshing into a gear-wheel 49, mounted on a shaft 50;

also journaled in suitable bearings depending from the said frame 2 and furnished at its inner end with a bevel-pinion 51, which meshes into two corresponding gear- wheels 52 and 53, loosely mounted upon the said power-shaft 17 and coupled therewith through a sliding clutch 54, located between the said gear- wheels 52 and 53 and feathered upon the said shaft 17 and provided at its forward end with a coupling-pin 55, adapted to be entered into a hole 56, formed in the wheel 52, and provided at its rear end with a coup ling-pin 57, entering a hole 58, formed in the wheel 53. This clutch is formed with two collars 59 and 60, receiving between them a shipper 61, constructed in any desired manner and secured to an operating-slide 62, mounted at its ends upon cross-bars 2 2a of the main frame 2, the said slide being limited in its movement by its provision with slots 63, receiving screws 64, entering the bars 2ad 2a. When the slide is moved to the limit of its forward movement, the clutch 54 will be coupled with the wheel 52, whereby the powershaft 17 will be rotated for driving the vehicle forward. When, on the other hand, the slide 62 is moved to the limit of its rearward excursion, the clutch 54 will be coupled with the wheel 53, and the vehicle will be reversed or driven rearward. When the slide is in its.

intermediate position, neither of the wheels 52 53 will be coupled with the clutch, whereby the power will be entirely cut o from the vehicle for stopping it without stopping the motor, for coasting without stopping the motor, for coasting when the motor is stopped, and for other kindred uses and contingencies; but 'of course the means shown for applying power to the powershaft 17 and for rotating that shaft in one direction or the other or cutting out the power from connection with it may be very widely changed without departing from my invention. What I wish to emphasize is that power may be positively supplied to all of the vehicle-wheels or to only one pair of them and that its transmission to them is neither interrupted nor affected by their movement in vertical planes for the purpose of steering.

For steering the vehicle I provide it, as herein shown, with a hand-lever or manual 65, located upon a shaft 66, journaled in the main frame 2, and provided at its lower end with a worm 67, meshing into a worm-gear 68, mounted upon a steering-shaft 69, extending parallel with the power-shaft 17 and journaled in bearings depending from the said main frame'2. The said shaft 69 is provided at its rear and forward ends with depending crank-arms 70, connected by links 71 with transversely-arranged steering-bars 72, the opposite ends of which are pivotally connected with steering-arms 73, forming extensions of the bearing-collars 45 of the pivotal Wheelaxles 3l, the steering-arms of the wheel-axles of the two forward wheels 15 and 15L being parallel with each other and extending rearward and the corresponding steering-arms of the axles of the two rear wheels 16 and 16a being parallel with each other and extending forward.

It will be apparent that when the lever 65 is turned the steering-shaft 69 will be rotated in one direction or the other and produce lateral movement in both of the steering-bars 72, which will move in the same direction and which in turn will cause corresponding movements of the vehicle-wheels, all of which will be moved at the same time and to the same extent and without interfering with the positive transmission of power to them, as already described. This is obviously a very advantageous construction and arrangement, as it makes the steering of the vehicle simple and reliable, for the reason that the rear wheels are compelled to track with the front wheels, so that anything th at the front wheels miss the rear wheels will miss instead of hit, which is likely to result when the rear wheels are not in steering controlled synchronously with the front wheels.

It is obvious that the particular means for applying power to the power-shaft and reversing the same and cutting out the power therefrom may be readily varied, and the same is true of the means employed for steering. If it is desired to positively drive only two wheels, the driving connections of the front wheels will be left off in building the machine, which when so constructed may be steered with all four wheels or with only the two front wheels. So, too, other means than shafts and gears and pinions, such as chains or belts, might be used to positively drive the vehicle-wheels, or different ways of driving them by gears might be employed, and the same is true of the steering means,which may be replaced by other instru mentalities for the same purpose. I would therefore have it understood that I do not limit myself to the construction and arrangement as herein de- IOO IIO

scribed, but hold myself at liberty to make such changes as fairly fall within the spirit and scope of my invention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1-. In running-gear for automobiles, the combination with a main frame, of a frontwheel frame pivotallyconnected with the main frame so as to have a tilting action in avertical plane with respect thereto, a rear-wheel frame connected with the said main wheel, two front vehicle-wheels and two rear vehicle-wheels, axles for the said wheels connected with the said frames and turning on vertical axes, and power connections for positively driving the said wheels, including a centrally-arranged power-shaft extending at its rear end to the rear-wheel frame, and extendingat its forward end into the front-wheel frame, and havingits axis coincident with the with respect thereto, a rear-wheel frame, two

front and two rear vehicle-wheels, axles connected with the said front and rear wheel frames and turning on vertical axes, and power connections for positively driving the said vehicle-wheels, including a centrally-arranged power-shaft extending at its rear end to the rear-wheel frame, and at its forward end into the front-wheel frame, and also including divided shafts and differential gearing located in each of the said wheel-frames.

3. In running-gear for automobiles, the combination with a main frame, of a frontwheel frame pivotally connected therewith and having a tubular trunnion, of a powershaftextending through the said trunnion into the said wheel-frame, two vehicle-wheels respectively connected with the said wheelframe, and means for transmitting the power of the said shaft to the said wheels.

4. In running-gear for automobiles, the combination with a main frame, of a frontwheel frame pivotally connected therewith, a rear-wheel frame attached thereto, vehiclewheels respectively'connected with the ends of the said wheel-frames, and power connections for positively driving the said vehiclewheels, includinga centrally-arranged powershaft extending rearward to the rear-wheel frame, and extending forward into the frontwheel frame through the rear trunnion of the pivotal connection between it and the main frame.

5. In running-gear for automobiles, the combination with a main frame provided at its forward end with two depending journalboxes, of a front-wheel frame provided with a forward and arear trunnion respectively received by the said boxes, the rear trunnion being tubular, whereby the front-wheel frame estgev is connected with themain frame so as to have tilting action in a vertical plane with respect thereto, vehicle-Wheels pivotally connected with the ends of the said frame, and power connections for positively driving the said vehicle-wheels, including a power-shaft entering the said front-wheel frame through the tubular rear pinion thereof, whereby the tilting of the frame does not disturb the transmission of power to the Wheels.

6. In running-gear for automobiles, the combination with the main frame thereof, of a wheel-frame adapted to be connected with the main frame, and formed at its ends with depending skeleton heads, vehiclewheels, axles therefor entering the said heads with which they are pivotally connected on vertical axes, and power connections for positively driving the said wheels, including gearing located in the said heads.

7. A wheel-frame for running-gear for automobiles, having a large central portion or body formed with an opening for the reception of gearing, and formed at its ends with skeleton heads for the reception of the pivotal axles of the wheels and of gearing for driving the same.

S. In running-gear for automobiles, the combination with a main frame, of wheelaxles pivotally connected therewith so as to turn on vertical axes, and each provided with a steering-mima pair of front vehicle-wheels, a pair of rear vehicle-wheels applied to the said axles, a steering bar connecting the steering-arms of the front axles, a steeringbar connecting the steering-arms of the rear axles, a steering-shaft mounted in the wheelframe, and provided at its rear and forward;

ends with depending crank-arms connected with the said steering-bars,v a worm-gear mounted upon the said shaft, and a hand lever or manual mounted in the said main frame, and provided with a worm meshing into the said worm-gear, whereby all of the vehicle-wheels are simultaneously moved to the same extent in steering the machine.

9. In running-gear for automobiles, the combination with the main frame thereof, of a front-wheel frame and a rear-wheel frame, each provided at each end with a skeleton head, wheel-axles, each having a centrallyarranged axle-sleeve entering the respective heads, a vehicle-wheel applied to each axle, gear-wheels secured to the respective vehiclewheels, pinions meshing into the said gearwheels, shafts on which the said pinions are mounted, and which are arranged concentrically with the sleeves of the respective axles,bearingcases mounted in the said skeleton heads and receiving the said shafts, and roller-bearings interposed between the said shafts and said cases, and between the said cases and the said sleeves.

10. In running-gear for automobiles, the combination with a main shaft, of a frontwheel frame pivotally connected with the forward end of the main frame so as to swin g in IOO IIO

frames andin the heads thereof; and steering connections With Jthe said axles, whereby the wheels may be swung with respect to the said wheel-frames for steering the vehicle.

In testimony whereof I have signed this speoiieation in the presence of two subscribing witnesses.

ELIJAH F. STEELE.

Witnesses:

CARRIE B. FOWLER, OsWIN H. D. FOWLER.

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