US944813A - Running-gear for wagons. - Google Patents

Description

W. J. OTT. RUNNING GEAR FOR WAGONS. APPLICATION FILED 00123, 190s.

Patented Dec.28, 1909.

A TTOH/VEYS ANDREW. s. GRAHAM co.. Puomumaennmsns. wAsmNGroN. DA c.

W. J. OTT.

RUNNING GEAR POR WAGONS.'

APPLICATION FILED 0013, 1908.

944,181 3, Patented Dec. 28, 1909.

2 SHEETS-SHEET 2.

WTNESSES INVENTOH .J/f@ W ATTORNEYS ANDREW. a. GRAHAM co. Prfommuoampnsns. wAsNmGrou n c,

WILLIAM JAMES OTT, OF MERLIN, OREGON.

RUNNING-GEAR FOR WAGONS.

Specification of Letters Patent.

Patented Dec. 2S, 1909.

Application led October 8, 1908. Serial No. 456,027.

To all whom it may concern:

ie it known that I, lViLLiAM J. OTT, a

citizen of the United States, andA a resident of Merlin, in the county of Josephine and State of Oregon, have invented new and Improved Running-Gears for Vagons, of which the following is a full, clear, and exact description.

The purpose of my invention is to provide novel details of construction for a freight hauling wagon, which are light, strong and durable, enable a quick turning movement, largely prevent destructive wear, and that may be produced at moderate cost.

The invention consists in the novel construction and combination of parts, as is hereinafter described and defined in the appended claims.`

Reference is to be had to the accompanying drawings forming a part of this specication, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a plan View of the improved running gears; Fig. 2 is a sectional elevation, on the line 2 2 in Fig. 1, seen in direction of the arrow; Fig. 3 is a transverse sectional view of details near the rear end of the running gears, substantially on the line 3 3 in Fig. l, seen in the direction of the arrow 00,' Fig. 1l is a transverse sectional view of parts, substantially on the line t-fl in Fig. 1, seen in direction of the arrow a2 in said figure; Fig. 5 is a transverse sectional view of details substantially on the line 5 5 in Fig. 3, and seen in direction of the arrows 002; Fig. G is a transverse sectional view substantially on the line 6 6 in Fig. 3, seen in direction of the arrow m3 in said View; and Fig. 7 is a transverse sectional view of the forward portion of the running gears substantially on the line 7 7 in Fig. 2.

In the drawings, 10 indicates the rear axle of the running gears, having the spindles 10L thereon, 11 is the front axle, 11a spindles thereon, and 12 a reach bar, connecting the axles in a novel manner as will be hereinafter explained.

On the reach bar 12, at a suitable distance from the rear axle 10, a pair of hounds 13 are mounted at their central portion, said hounds being preferably formed of an I-bar of metal, bent at the longitudinal center, their point of junction a, being curved, and from which two members Z2, Z2, extend parallel with each other, these members. being spaced apart by a center block o asV shown in Fig. 1, which block is bolted as at b2 on the reach bar 12.

From the members o, Z2, the hounds 13 diverge, and extend rearward, their rear ends lapping upon the upper side of the rear axle 10, at an equal distance from the reach bar 1Q., which is disposed centrally on the axle. A bolster 14, is mounted upon the ends of the hounds, and also seats upon the reach bar above the axle 10, and upon the lower side of the axle, which may be of wood, a reinforce bar 10b of plate metal, is secured by the following means.

At each side of and near the reach bar portion that is seated upon the rear axle 10, two clip bands o, o of usual form, are passed down over the bolster and axle, their lower ends that terminate in short bolts as usual, being provided with nuts that clamp a cross piece upon the axle by engagement with t-he bolt ends after the cross piece is placed upon the latter.

The clip plates mentioned, not only serve to clamp the bolster upon the reach bar and axle, but also assist in securing the ends of the hounds 13 upon the axle. The bolster is further secured upon the hounds and axle by a pair of clip bands such as is shown in Figs. 3 and 5.

Each clip band consists of a dat metal bar of a suitable width, bent at its center sidewise so as to form a rectangular looped portion e, which embraces an end portion of the bolster 14, with it-s kparallel depending sides e. The depending sides e of each clip band, of an equal length, are reduced in width a short distance above the hounds 13 and these reduced portions are given the form of bolt-like extensions e2. The clip bands c are positioned directly above the rear ends of the respective hounds 13 and the axle 10, so that their bolt-like extensions @2 may be inserted down through perforations in the hounds and embrace the axle body, as shown in Fig. 5 for one clip band. On the threaded lower end of each member e2 of each clip band that has just been described, one end of a brace rod 15 is secured by nuts e3, and thence is extended toward the lower side of the hounds 13, whereon said forward ends of these similar braces are secured as shown at e5 in Fig. 4f. Upon the rear axle 10 near each spindle 10a, one end of a reinforcing brace 16 is clipped, as

shown at f in Figs. 1 and 3, and from the axle said braces extend forward into lapped engagement with the respective port-ions of members Z) of the hounds 18, and are rigidly secured thereon by the rivets b2 b2 that pass transverselyv through alined perforations in the members Z), b, braces 1G and center block b', as shown in Fig. 1, thereby rmly uniting the braces and hounds together, and upon the reach bar 12. Upon each end of the bolster 14, a stake 14- is erected, and supported vertically by two lateral braces and an outer edge brace. r1`he lateral braces 7L for each stake 14a as shown in Figs. 3 and (3, each are bent from a flat bar of metal, so as to produce a return bend L thereon. The main portion of each brace laps upon the opposite sides of a stake 14, and is thereon secured by a transverse bolt if, that passes through each of said main portions, as is clearly shown in Fig. G. The depending return bent portions /u of the pair of oppositcly disposed braces z, embrace the ends of the bolster body 14, and at their lower ends saidl braces are curved laterally and secured upon the bottom of a wagon body A, indicated by dotted lines in Fig. 6.

The brace /z which is placed upon the edge portion of each upright stake 14a that is tenoned in an end portion of the bolster 14, is formed of strap iron, that is bent so as to closely tit it upon the stake, at the side thereof adjacent to the wagon body A, said portion of the brace terminating at it-s lower end in a threaded bolt that passes down through a perforation in the bolster, and is secured thereto by a nut screwed on the projecting end of said bolt extension, as appears in Fig. 3. The braces h3 are bent over the rounded upper ends of the stakes 143l and down in contact with the outer portion of the edge of each stake, to a point near the bolster that projects beyond each stake at its ends.

The depending member of each brace 7L is bent toward the stake upon which it is mounted, forming a flange 7L* thereon, which seats upon the adjacent end of the bolster 14, and is secured thereon by a bolt or other means, as indicated in Fig. 3.

1t will be seen that the braces 71 lr" as secured upon the stakes 14at and bolster 14, strengthen the connection of each stake with the latter, so that the wooden stakes are adapted to withstand strain in any direction.

The improvement embodies a novel construction for a brake rigging, that is constructed as follows: A brake bar 17, which is preferably formed of wood and is provided with suitable shoes z' for the support of the brake blocks, not shown, is supported below the bottom of the wagon body A at a suitable distance from the rear axle and parallel therewith, by the following des scribed means.

As shown in Figs. 1 and 4, a carrierI bar 18 is loosely connected to and arranged parnl allel with the brake bar 17, by means of two" similar hanger irons Each hanger iron is in the form of a straight bar of suitable length, having a hook /c bent on the upper end, and a hook ZF bent on the lower end thereof at a right angle to the upper hook. At the side of each hanger /fz that is opposite from that from which the hook /c projects and near thereto, two spaced flat arms if* project parallel with each other and at a right angle with the hanger body.

The ends of the carrier bar 18 are respectively inserted between a pair of the hanger arms le and are secured in place by bolts or rivets Z, as shown in Fig. 4, and as appears in said view, the hanger bar is seat! ed 'transversely on the hounds 123. and secured thereto by the looped clips ym, thus affording stable support for the carrier bar.

Upon the brake bar 17 at an equal distance from the shoes Z, two eye bolts In are secured that have a hooked connection with the hooks 71:2, which serve to support the brake bar 17 from the carrier bar.

The upper hooks 1 on the hanger irons may be connected by chains or the like with the bottom of the wagon body A, but this is not absolutely necessary, as the connection of the carrier bar 18 with the hounds 1?) affords adequate support for the brake rigging.

Upon the brake bar 17, below the clips m, the for Yard ends of two link rods 0 are secured and thence project toward the clip band c, c, as shown in Figs. 1, 3 and 4. On the clip c, a box of is formed, and upon the axle 10, near one brace rod 15 another box is clamped, as shown at y). In the boxes (-2 and y), a rock shaft 1.() is journaled that at the end near the box 72 is furnished with au upright lever 19a. Upon the opposite end of the rock shaft 19 that is positioned below the reach bar 1Q, a short arm 19b is formed or secured, upon the sides of which the rear ends of the pair of link rods 0 are lapped and pivoted, as is indicated in Figs. 1 and 3.

It will be seen that by rocking the lever 191. the brake bar 17 may be moved toward or from the rear axle 10 for applying the brakes as usual.

rThe front axle 11 is of an equal length with the rear axle 10 and may be formed of hard wood reinforced with a metal bar 11". and it may here be mentioned that the reinforcing metal bars 10b and 11b may constitute the main portions of said axles and have the spindles 10a, 11il respectively formed integral therewith.

Seated upon the upper surface of the axle body 11 and central thereon, a circle plate 2O is atixed by means presently described, and upon the circle plate a sand board 21 is mounted, which is recessed on the lowerA side, as indicated in Fig. 2, said recess 41 affording clearance for the forward end portion of the reach bar 12, which passes therethrough and rests upon the circle plate, as represented in Figs. 2 and 7. At an equal distance from the reach bar, where it passes through the recess 7, two offset shoulders 1" are formed on the upper side of the sand board 21 by a removal of material. A segmental guide plate 22 is mounted upon the sand board 21, consisting of a flatmetal bar, and the ends thereof merge into two flat segment plates 22L that are equal portions of a circle having the same diameter as that of the circle plate 20.

The guide plate 22 is seated upon the sand board 21, and is so relatively positioned that its edge portion s overlaps the shoulders r an equal distance, thus affording openings below said edge portions. e

`As indicated by dotted lines in Fig. 2, the guide `plate 22, said board 21 and circle plate 20 are all secured together and upon the axle 11 by bolts t and nuts on the lower ends of the bolts, thereby securing the sand board in the same vertical plane with the axle; i

A bolster 23 of an equal length with the bolster 14 and that is designed to seat upon the guide plate 22, is furnished with a wear plate 21 that is secured by the bolts u upon the lower side of said bolster. The wear plate 2a is provided with like hook-shaped lianges fu at the ends thereof, which loosely engage the outer edge portions of the segment plates 22, being turned toward each other and occupying the recesses or openings vbelow the segment plates at the shoulders 11.

Upon the lower side of the reach bar 12 and rearward of the front axle 11, a looped keeper plate 25 that loosely embraces the circle plate 20, is secured, as is indicated by dotted lines in Fig. Fig. 7.

A curved brace 26 formed of heavy plate metal, is flanged at its rear end w that is bolted upon the lower side of the reach bar 12 adjacent to t-he keeper plate 25, and thence extends forward and downward into engagement with the lower side of the axle 11.

A king bolt 27 is inserted downward through alined perforations inthe bolster 23, wear plate 24, segmental guide plate 22, sand board 21, circle plate 20, axle 11 and brace 26, the lower end of said bolt having a nut thereon that when properly adjusted, is prevented from retraction by burring the projecting end of the bolt.

The forward end portion of the reach bar 12 is preferably held in loose engagement with the circle plate 20 by a keeper plate 25a, similar to the keeper plate 25.

Upon the ends of the bolster 23, two stakes 23a, similar in construction to the 1 and sectionally in stakes 14a, are erected, and are reinforced by the braces y, y, y constructed and arranged in engagement with the stakes and thc bolster in the same manner as are the braces 71 r" on the stakes lla, which render the stakes durable and capable of resisting strains in any direction, said stakes being spaced apart an equal distance with the rear stakes, so that a wagon body having` proper width and vertical sides will be held in place laterally by the stakes, as is indicated in Fig. 3.

It will be seen that the construction of the parts and their relative association with the reach bar 12 and front axle 11 that has been described, affords a very strong, free swingingv movement of the axle in either direction, sufficient to enable the running gears to turn in a circle of small diameter. The wide bearing provided between the circle 'plate and the segmental guide plate, prevents side lurching of the gears, and adapts the wagon having the improved ruiming gears for easy movement over a rough roadbed.

The provision of the integral hounds 18 and bracesl, 16, therefor, renders the connection between the reach bar and rear axle very strong and light, and adapted for resisting lateral or torsional strains incurred in travel over a road that is uneven.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. In ruiming gears, the combination with a front axle, a circle plate, and a reach bar, of a sand board mounted upon the circle plate and upon the reach bar, a segmental guide plate on the sand board, a wear plate having hooked engagement with the segments on the guide plate, and a bolster secured on the wear plate.

2. In a ruiming gear, the combination with the front axle, of a circle plate, a reach bar to which the circle plate is secured, a sand board mounted upon the circle plate, said sand board being recessed on its under side to receive the reach bar and provided on its upper side with shoulders, a guide plate secured upon the sand board and projecting beyond the shoulders thereof, and a bolster provided on its under side with a wear plate having hooked-shaped flanges engaging the guide plate.

3. In a running gear, the combination with the front axle, of a circle plate, a sand board mounted upon the circle plate, said sand board being recessed on its under side and provided with shoulders on its upper side, a segmental guide plate on the sand board and projecting beyond the shoulders thereof, a bolster having on its under side a wear plate provided with hooked-shaped ianges engaging the guide plate, a reach extending through the recess of the sand board with its end projecting beyond the circle I u A plate, and a king bolt passing through the means for securing the sand board and elrole several parts.

et. In running gears, the combination with a front axle, a circle plate thereon, a reach bar extended across the circle plate and loosely secured thereon, and a sand board re cessed on the lower side and mounted upon the circle plate, of a segmental guide plate seated upon the sand board, a Wear plate having hooked ends that loosely engage the outer edges of the guide plate segments, a bolster Whereon the Wear plate is secured,

plate on the axle, and a king bolt that pivots the bolster' and Wear plate on the guide plate and also pivots the reach bar upon the axle.

In testimony whereotI I have signed my nanie to this specification in the presence of two subscribing Witnesses.

VILLIAM JAMES OTT.

litnesses MARY M. J oHNsoN, JAMES P. MARTIN.

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