US693962A

US693962A - Steering-gear for motor-carriages.

Info

Publication number: US693962A
Application number: US7341501A
Authority: US
Inventors: Frank A Fox; David F Graham
Original assignee: WALTER DENHOLM BLAKE
Current assignee: WALTER DENHOLM BLAKE
Priority date: 1901-08-27
Filing date: 1901-08-27
Publication date: 1902-02-25
Anticipated expiration: 1919-02-25

Description

Patented Feb. 25, i902.

No. 693,962. 7 v

F. A. FOX & D. F. GRAHAM.

STEERING GEARFOR MOTOR CAB'BIAGES.

(Application filed Aug. 27, 1901.)

(No llodel.)

mums PETERS 120.. Pnomuruu, 'wasnmmon n FRANK A. FOX AND DAVID F. GRAHAM, OF-STAMFORD, CONNECTICUT,

, ASSIGNORS TO WALTER.DENHOLM BLAKE, OF RICHMOND YORK, N. Y.

HILL, NEW

STEERING-GEAR FOR MOTOR--CARRIAGES.

SEECIFICATION forming part of Letters Patent N 0. 693,962, dated February 25, 1902.

Application filed August 27, 1901. Serial No. 73,415. (No model.)

To aZZ whom it may concern:

Be it known that we, FRANK A. FOX and DAVID F. GRAHAM, citizens of the United States, residing at Stamford, in the county of Fairfield and State of Connecticut, have invented certain new and useful Improvements in Steering-Gears for Motor Carriages, of which the following is a specification.

This invention relates to steering-gears for motor-carriages; and it has particular relation to an improved steering-gear which is especially designed for effective use in automobiles and other high-speed road-carriages.

The disadvantages experienced with the steering-gears of motor-carriages as now generally in use are well known. Such gear mechanisms have but little resistance against turning movement and are usuallyin this respect so delicate that the striking of the .wheel on a slight obstruction will turn the gear, and it is also therefore necessary to keep a firm and constant grip upon the steeringgear at all times during the movement of the vehicle. The foregoing conditions involve both danger and inconveniencejbut it has heretofore been regarded :as necessary to have the steering gear delicate and with no material resistance against turning, so that the operation of the gear can be effected without requiring too great an expenditure of power.

It is the object of our present invention to effectively overcome the disadvantages and inconveniences above noted by providing an improved steering-gear which while it will offer strong resistance against accidental turning movement can be readily and conveniently operated with a minimum expenditure of power, and in carrying outthese purposes our invention involves an improved steeringgear in which the weight of the body of the vehicle and its load is utilized as a resistance against the turning movement and which will be,however,so adjusted in its resistance bearing-surfaces that the minimum of power can be utilized to effect the turning movement. Our object in this connectionis, furthermore, to produce an improved steering-gear in which resistance against accidental turning will be so effective that the hand can be withheld from the operating-lever during 1 the travel of the vehicle, but which can be easily ofthe steering-wheels ofa motor-carriage and 7 our improved steering-gear mechanism which operates in conjunction therewith, the parts being in normal position. Fig. 2 is a side view of the mechanism illustrated in Fig 1,

the parts being shown in operative or partly turned position. Fig. 3 is a vertical central sectional view taken through the mechanism illustrated in Fig. 2. Fig. etis a detail top or plan view of the wheel-carrying member of our improved steering-gear. tail inverted bottom or plan view of the top portion of the member, herein illustrated as the axle end, which provides the resistance bearing-surfaces and which coacts with the weight of the body of the Vehicle and its load. Corresponding parts in all the figures are denoted by the same reference characters.

Referringto the drawings, 1 designates the front axle of an automobile or motor vehicle, and 2 one of the steering-wheels. 'We prefer in the most simplified construction of our invention,involving the connection of the steering-wheel with the carriage or vehicle, to arrange the main elements of our improved steering-gear as a direct connection between the steering-wheel and the axle, as shown in the accompanying drawings. In carrying out this preferred construction the endportion 3 Fig. 5 is a deof the axle 1 is bifurcated to provide an outwardly-projecting bracket-arm at the top and bottom, as at 4 and 5, respectively. These bracket-arm's 4 and 5 are provided with cylindrical openings or eyes, as at 6 and 7, respectively, registering on a vertical plane, which perforations receive the cylindrical stem 8 of an operating-lever 9. The stem 8 is arranged vertically in the bracket-arms 4 and 5 of the axle end 3 and extends between said brackets and projecting through the openings 6 and 7 in the same and extending above the top bracket 4. Said stem is adapted to turn in its hearings in the brackets and is also adapted to provide a bearing for a sliding movement in a vertical plane of the axle end 3, as will be hereinafter described. The main arm of the lever 9 extends horizontally from the top end of the stem 8 or at an angle thereto, and with the outer'end of this arm may be connected any suitable or adapted mechanism or means wherebyit maybe swung to operate the stem 8 in its turning movement, it being understood that said connection means is carried to a convenient position with respect to the driver of the vehicle and embodies an operating lever or handle adapted to be grasped by the driver.

The steering-wheel 2 is directly connected with the turnable stem 8, which bears in the 10, upon which the wheel 2 revolves, provided at its inner end with a collar 11, which surrounds the stem 8 and forms an enlargement thereon. In the economy of manufacture the spindle end 11 is not preferably an integral part of the stem 8, but may be secured thereto as a fixed part thereof in anysuitable or adapted manner. In the construction herein illustrated the collar at the end of the spindle 10 is provided with a central eye or opening 12, which receives the corresponding stem 8, and the collar is secured in fixed position in connection with the stem by suitable transverse keys or pins, as at 13, which intersect the stem 8 and secure the collar in fixed relation thereto. In the relative arrangement of parts the bottom of the collar 11 is preferably a short distance above the bottom bracket 5 of the axle end 3, and between said bottom of the collar and said bracket is interposed a coiled spring 14, surrounding the stem 8 and operating to compensate for or take up any loose action of the operating parts. This spring is not, however, an essential feature or necessity in our invention, as there is no normal downward play of the steering-wheel 2 or its spindle 10.

The top end of the collar 11 is normally in contact with the under face of the bracket 4 of the axle 1, the pressure of the wheel-spindle 10 being upward and the pressure of the axle-bracket 4 being downward, the latter by reason of the fact that the carriage-body and its load are of course upon the axle. In the turning movement of the steering-gear mechanism above described the frictional contact of the top of the collar 11 and the under face of the bracket 4 would of course be against the weight of the vehiclebody and its load, and in carrying out the leading features of our invention and improvements we provide an improved construction of these contacting frictional surfaces, whereby the steeringwheel connection will be normallyin a special manner locked in connection with the member supporting the carriage-body and its load, and consequentlysecure against accidental turning movement, andthis construction also provides that when the turning movement is effected the weight of the carriage-body and its load is actuallylifted. Our improved construction accomplishing the operation and results just stated embodies a circular or annular bearing-way 15 at the top of the enlargement or collar 11 upon the stem 8,which bearing-way forms a continuous bevel in the semiannular plane by reason of the fact that the top end of the enlargement or collar 11 is A- shaped, as shown at 16. In like manner the under surface of the top aXle-bracket4 is provided with a /\-shaped recess, as at 17, corresponding to the top end 16 of the enlargement or collar 11 and forming a semi-annularbeveled bearing-way 18,correspondingto the bearing-way 15 of the member 11. Thus whenthc parts are in normal position the beveled top end 16 of the member 11, carrying the steering-wheel, rests up within the corresponding recess 17 of the member 4-, carrying the carriage-body and its load, and the parts are locked against accidental turning movement by reason of the relative lateral bearing of said contact-

surfaces

15 and 18, it being un-' derstood that the weight of the carriage-bod y and its load is against turning movement. When the stem 8 is turned, said bearing-

surfaces

15 and 18 relatively slide, and the end of the axle, with the Wagon-body and its load, is lifted, said axle end sliding vertically on the stem 8,this turning movement being easily effected with a minimum expenditure of power by reason of the relative bevel of the bearing-

ways

15 and 18. Upon release of the governing power controlling the turned position of the stem 8 theweight of the carriagebody and its load will automatically operate to return the parts to normal position by relative operation of the bearing-

ways

15 and 18. It will be understood that the spring 14 is not operative in this return of the parts to normal position, said action or operation being caused by the weight of the wagon-body and its load, (which is far greater than the tension of the spring,) said spring being designed merely to retain the parts in close operative position against ordinary jolting of the vehicle-wheel. i

It will be understood that the steeringwheels 2 and the relatively bearing mechanism hereinabove described may be provided at each end of the front axle 1. and that said end mechanisms may be connected for coaction by means of any suit-able or adapted link or connection mechanism.

The operation and advantages of our invention will be readily understood by those skilled in the art to which it appertains. The Weight of the wagon-body and its lead being maintained in frictional contact with the steering-wheel member, itacts against turning of the steering-wheel, and by the provision of a relative incline or bevel bearingway surface at said frictional contact, as comprised in our invention and improvements, positive security against accidental turning is secured, while at the same time said bevel or incline bearing-waysurfaces assure an easy and quick operation of the steering mechanism to turn the wheel when desired. The construction is such that in practical operation large obstructions may be struck by the steering-wheel without causing turning action of the same, and it is not necessary to retainthe hand in actual control of the steering mechanism during travel of the vehicle.

The leading feature of our invention and improvements involves means for raising or lifting the wagon-body and its load in the turning movement of the steering mechanism, and the consequent utilization of said weight has a guard against accidental turning.

We do not desire to be understood as limiting ourselves to the details of construction and arrangement as herein described and illustrated, as it is manifest that variations and modifications may be made in the features of construction and arrangement in the adaptation of the device to various conditions of use Without departing from the spirit and scope of our invention and improvements."

We therefore reserve the right to all such variation and modification as properly falls Within the scope of our invention and the terms of the following claims.

Having thus described our invention, we claim and desire to secure by Letters Patent- 1. An improved steering-gear of the class described, comprising a member in connection with the steering-wheel, an axle sustaining the weight of the carriage-body, and inclined or beveled contact bearing-surfaces between said member and said axle ends.

2. An improved steering-gear of the class described, comprising a member in connection with the steering-wheel,said member having an inclined or beveled and projecting top end, and an axle sustaining the weight of the carriage-body and having an inclined or beveled recess receiving said top end of the steering-wheel member.

3. An improved steering-gear of the class described, comprising a member in connection with the steering-wheel, said member being provided with a pointed or approximately A-shaped top end with semi-annular curved and inclined bearing-ways, and an axle sustaining the weight of the body of the carriage and provided with acorresponding A-shaped' recess and bearing-ways receiving said corresponding top end of the steering-wheel described,comprising a member in connection with the steering-wheel, an axle sustaining the weight of the body of the carriage, and a double inclined or beveled contact bearing-surface arranged between said member and the end of said axle and projecting oppositely with respect to the turning axis.

5. An improved steeringear of the class described, comprising a member in connection withthe steering-wheel and embodying a turnable stem, the end of the carriage-axle having vertical bearings for said stem, inclined or beveled horizontal bearing-surfaces between said stem and the axle end, and means for turning said stem.

6. An improved steering-gear of the class described, comprising a member in -connection with the steering-wheel and embodying a vertical turnable stem, an axle provided with vertical bearings to receive the stem, a double inclined or beveled horizontal bearing-surface between the stem and axle end, and means of turning the stem.

7. An improved steering-gear of theclass described, comprising a member in connection with the steering-wheel and embodying a T-head having reduced end portions and a central portion having at the top semicircular oppositely inclined surfaces, an axle provided with vertical bearings to receive the reduced ends of the T-head and with bearing-surfaces complementary to said inclined surfaces, and means for turning said T-head.

8. An improved steering-gear of the class described, comprising a member in connection with the steering-Wheel and embodying a turnable stem having reduced end portions and a body portion with a pointed or approximately -shaped top, an axle provided with bracket-arms having openings registering in a vertical plane to receive the end portions of 'said stem and one of said arms having a recess complementary to said pointed tops, and means for turning said stem.

9. An improved steering-gear of the class described, comprising a member in connec tion with the steering-Wheel and embodying a turnable stem having reduced end portions and a body portion with a pointed or approximately V-shaped top, an axle having bifurcated ends provided with bearings to receive said stem and bearing-surfaces complementary to said pointed or V-shaped top, and,

means for turning said stem.

10. An improved steering-gear of the class described comprising a steering wheel, a

stub-axle provided with pintles of smaller di ameter projecting in opposite directions from its inner end and having adjoining one of said pintles a double-inclined surface pro jecting oppositely to the axis of such pintle, In testimony whereof we have signed our 10 an axle provided with bracket-arms having names in the presence of the snbserihingwitopenings registering in a vertical plane to renesses.

ceive said pintles and a bearing-surface on the lower side on the upper of said arms complementary to said inclined surface, tensional means normally pressing said bearing-s11 r- Witnesses: faces together, and means for turning the J. R. LITTELL, stem. R. L. LITTELL.

FRANK A. FOX. DAVID F. GRAHAM.