US954317A

US954317A - Vehicle.

Info

Publication number: US954317A
Application number: US48805309A
Authority: US
Inventors: Daniel W Martin
Original assignee: Individual
Current assignee: Individual
Priority date: 1909-04-05
Filing date: 1909-04-05
Publication date: 1910-04-05
Anticipated expiration: 1927-04-05

Description

D. W. MARTIN.

VEHICLE. APPLIOATION FILED APILE 1909,

954,317. Patented Apr. 5, 1910.

2 BHBBTB-BHEBT 2.

as 3 2; J Z4 9 UNITED STATES PATENT QFFTCE.

DANIEL W. MARTIN, OF LUFKIN, TEXAS.

VEHICLE.

To all whom it may concern:

Be it known that I, DANIEL WV. MARTIN, a citizen of the United States, residing at Lufkin, in the county of Angelina and State of Texas, have invented a new and useful Vehicle, of which the following is a specification.

The objects of the invention are, generally, the provision, in a merchantable form, of a device of the class above mentioned which shall be inexpensive to manufacture, facile in operation and devoid of complicated parts; specifically, the provision of trucks of novel and improved construction; of novel means for assembling traction elements with the said trucks; of a bolster of novel and improved construction, and of means for assembling the said bolster with a truck; of a bunk adapted to be mounted upon the bolster; of a bunk block designed to be used in connection with the bolster; other and further objects being made manifest hereinafter as the description of the invention progresses.

The invention consists in the novel construction and arran ement of parts hereinafter described, delineated in the accompanying drawings, and particularly pointed out in that portion of this instrun'ient wherein patentable novelty is claimed for certain distinctive and peculiar features of the de' vice, it being understood that, within the scope of what hereinafter is thus claimed, divers changes in the form, proportions, size and minor details of the structure may be made without departing from the spirit or sacrificing any of the advantages of the invention.

Similar numerals of reference are employed to denote corresponding parts tlIIOLl hOHt the several fi ures of the drawz: a:

mgs.

In the accompanying drawings :Figure 1 shows my invention in side elevation; Fig. 2 is a top plan; Fig. 3 is a vertical transverse section of the front truck; Fig. 4 is a rear elevation of the rear bunk and of the parts with which it is assembled; Fig. 5 is a top plan of the front axle and the traction element, parts being shown in section; Fig. 6 is a side elevation of the parts shown in Fig. 5, portions being shown in section.

My invention includes a front truck, de noted generally by the numeral 1, and a rear truck, denoted generally by the numeral 2. Each of said trucks comprises a rear Specification of Letters Patent.

Application filerl April 5,

Patented Apr. 5, 1910.

1909. Serial No. 488,053.

axle which is rigidly assembled with the truck, and a front axle, which is pivoted thereto.

The front axle of the front truck is denoted by the numeral 3, and the rear axle of the front truck is denoted by the numeral l.

The numeral 5 denotes the front axle of the rear truck, and the numeral (5 the rear axle of the rear truck.

A tongue 7 is pivoted to the front axle 3 of the front truck, and a reach 8 unites, pivotally, the front truck 1 with the rear truck 2.

The f nine of each truck comprises longitudinal beams 12 and 25, reinforced by suitable tie bolts, hounds, b ace-plates and the like, to fashion a rigid and durablestructure.

The two trucks which go to make up my device, have many points in common, and I will now specifically describe the construction of the front truck, it being understood that, until appropriate notice of change of purpose is given, the description will apply with equal propriety to the rear truck.

Referring particularly to Figs. 1 and 3 it will be seen that the invention comprises parallel side braceplates 9, spaced apart, between which is disposed an intermediate brace-plate 10. Above the side brace-plates 9 and spaced therefrom, are other plates 11, upon which rest longitudinally disposed side beams 12. Mounted upon the upper surfaces of the beams 12, are wear-plates 14. Between the plates 9 and 11 are transversely disposed the front axle 3 and the rear axle f, it being noted that the side brace-plates 9 at their forward ends are downwardly inclined to clear the front axle 3, in order that the same may have free pivotal movement between the plates 9 and 11.

The bolt 15 disposed to the rear of the rear axle 1, passes through the beams 12, and the plates 11 and 9. Another bolt 16 passes through the rear end of the wearplate 14, through the side beams 12, and through the plates 9 and 11. These bolts 15 and 16 are so spaced as to include between them closely, the rear axle 4, and it will be seen, that the bolts 15 and 16 are adapted to draw toward each other the plates S) and 11, to clamp the rear axle L between them. The forward end of the wearplate 1 1 is retained by a countersunk bolt passing downward into the side beam 12.

These bolts 16 and 53 of the front truck are replaced in the rear truck by others of slightly difierent construction and having slightly different functions, as will be hereinafter described. side beams 12 are upwardly beveled, as denoted by the numeral 17. The plate 11, at its forward extremity, is upbent, as denoted by the numeral 18, against the beveled ends 17 of the beams 12. The forward end of the side brace-plate 9 is upbent, as denoted by the numeral 19, substantially at right angles to the body of the plate 9, the extremity of the portion 19 being forwardly and upwardly bent, as denoted by the numeral 20, into contact with the portion 18 of the plate 11, the

portions

18 and 20 of the plate being assembled with the beveled end 17 of the beam 12 by means of a bolt 21. To the rear of the bolt 21, another bolt 22 passes downward through the beam 12, the plate 11, and the brace-plate 9.

The front axle 3 is provided upon its upper surface with a wear-plate 23, the extremities of which extend beneath the plate 11. Upon the wear-plate 23 rests the forward extremity of a plate 24, which is located immediately above the intermediate brace-plate 10 and substantially co-exten sive in length therewith. Upon the plate 24 rests' an intermediate supporting beam 25. Bolts 26 and 27 pass downward, to the rear and to the front respectively, of the rear axle 4, through the intermediate supporting beam 25, and through the plates 24 and 10, at their rear extremities, these bolts 26 and 27 serving to clamp the plates 24 and 10 upon the rear axle 4, in the same manner that the rear extremities of the plates 9 and 11 are clamped thereon.

Referring now particularly to Figs. 5 and 6, it will be seen that a clevis 28 is disposed between the forward ends of the plates 24 and 10. This clevis 28 is of sufficient width, that, as shown in Fig. 6, it may space apart plates 24 and 10, so that the front axle 3 may not bind between them. Intermediate its arms, the clevis 28 is provided with two apertures, leaving between them, integral with the body of the clevis, a portion 29. The arms of a U bolt 30 are passed through these apertures in the clevis and into and through the front axle 3, the U bolt being maintained in place by suitable nuts which engage the rear face of the front axle. The wear-plate 23 which is mounted upon the upper face of the front axle, is provided with a forwardly extending lug 31, having an aperture to receive a king-bolt 32. This king-bolt 32 passes downward through the forward end of the intermediate supporting beam 25, through the plate 24, which is mounted upon the lower face of the beam 25, through the portion 31 of the wear-plate 23, between the arms of the clevis 28, and through the inter- The forward ends of the 7 mediate brace-plate 10. Between this kingbolt 32 and the front axle 3 is disposed the clevis 28, the portion 29 of" the said clevis being disposed between the arms of the U bolt 30, and between the king-bolt 32 and the front face of the front axle 3.

As shown to best advantage in Fig. 2, the intermediate supporting beam 25 is braced from the longitudinal side beams 12 by means of rearwardly extending hounds 33. Tie rods 34 are passed transversely through the ends of the beams 25 and 12, and these tie rods 34 carry collars 35, whereby the beams 25 and 12 are spaced from each other.

Bearing bolts 36 pass downward through the wear-plate 14, the beams 12, and the plates 11 and 9, and upon these bearing bolts 36 are journaled for rotation, pulleys, 37, the said pulleys being disposed between the plates 11 and 9. It may here be noted that the pulleys 37 serve to receive the ends of the front axle 3, when the same is turned pivotally, and that these pulleys, by thus limiting the rearward pivotal movement of the axle 3, serve to prevent the wheels of the front axle from coming in contact with the body of the vehicle. By this construction the said wheels are not permitted to cut or scrape into any portion of the vehicle, and the danger of overturning the same through undue cramping is obviated.

Mounted upon the upper and lower sides of the front axle 3, adjacent the extremities thereof, are clamping plates 39, in which are mounted bolts 40, whereby the said plates may be drawn together upon the front axle 3. The rear ends of the clamping plates 39 are united by bolts 45, and upon these bolts 45 are mounted the extremities of a chain 38, or like flexible element, which passes over the pulleys 37 These pulleys 37 and the chain 38 serve to adjust and equalize strains upon the vehicle due to the tractive effort of the draft animals, and further to adjust and equalize any strains due to sudden shocks received by the ends of the axle, as, for in stance, when the said axle ends come violently into contact with a stump or other obstruction. The forward ends of the clamping plates 39 are united by means of bolts 41, upon which are mounted the rear ends of hounds 42, the forward ends of which are assembled with the traction element, which, in the case of the forward truck, takes the form of the tongue 7, and, in the case of the rear truck, the reach 8.

The foregoing comprise common features of the front truck 1 and the rear truck 2.

Referring to Fig. 3, it will be seen that the intermediate supporting beam 25 carries upon its upper face a wear-plate 46, the edges of which are down-bent to engage the sides of the beam. Resting upon the wearplate 46 and the wear plate 14 is the front bolster 47, carrying upon its lower face a wear-plate 48. Mounted upon the bolster 17 is a bunk 49, a king-bolt 50 passing downward through the bunk il-9, the bolster 47, the wear-plate 48, the wear-plate 46, the intermediate supporting beam 25 and the plate 24.

The intermediate braceplate 10 is ex tended rearwardly beyond the rear axle 1: and beyond the tie-rod 3i, and in this extended portion of the brace-plate 10, and in the rear extremity of the intermediate supporting beam 25, is mounted an upright bolt 51, carrying a clevis 52, in which is mounted the forward end of the reach 8, the rear end of the reach 8 being assembled with the rear truck, as hereinbefore described.

It has been pointed out hereinbefore, that the front bolster l7 and the bunk 1-9, which is mounted thereon, are pivotally assembled, intermediate their ends, with the front truck, the bunk 4L9 being rigidly assembled with the bolster 47, to move pivotally therewith. The rear bolster 58 is mounted upon the rear truck in a different manner from that employed in the mounting of the front bolster 4L7, and the details of the mounting of this rear bolster 58 I will now describe The bolt 16 of the front truck is dupli cated in the rear truck by a bolt 5%, the bolt 53 of the front truck being represented in the rear truck by the bolt 55. These bolts 5 and 55 are extended above the upper face of the side beams 12 of the rear truck, and carry, at their upper ends, a bolster clip '56, which unites the said bolts. Collars 57 surround the bolts 5% and 55, to space the bolster clip 56 from the wear-plate 141-. Slidably mounted upon the plate 14 of the rear truck is the rear bolster 58, which, upon its upper face, adjacent its ends, is transversely slotted, as denoted by the numeral 59, to receive the bolster clips 56. These bolster clips, although allowing the rear bolster 58 to have sliding movement in the direction of the draft, serve to prevent the said bolster from having sliding movement in the direction of its length. The bolster 58 carries upon its front and rear edges, bowed springs 00, which are rigidly assembled with the bolster, intermediate their ends, by means of bolts or like devices, as clearly shown in Fig. 2. The free ends of these springs (it) bear against the collars 57 which surround the bolts 54: and 55. These springs (it) serve as a resilient means to limit the sliding movement of the rear bolster 58 in the direction of the line of draft. Then one of the trucks descends into a depression, or, when one of the trucks is swung pivotally with respect to the other, the logs which rest upon the bunks are not compelled to slide bodily over the upper faces of the said bunks, the sliding movement accredited to the rear bolster 58 making the sliding of the log load impossible and unnecessary, and the springs (30 serving to limit and to restrain the sliding movement of the bolster and bunks under the impulse of the logs. Although the bolster and the bunk are thus free to move slightly and under a resilient resistance, in

the direction of the draft, the bolster clips 56 serve to prevent any sliding movement in the direction of the length of the bolster and bunk. The bolst and bunk are therefore, at all times, disposed transversely of the truck and in a position operative to receive in'nnediately the log load which it is their function to hold.

The bunks it), which are mounted upon the front bolster l7 and the rear bolster 58 are identical in construction. These bunks, each of which is assembled rigidly, in any suitable manner with its respective bolster, is fashioned from a channel beam, so-called, the flanges of which are upwardly disposed. Referring to Fig. t, it will be seen that the bunks are provided, in their flanges, with a serie sof apertures (31, designaten to receive a pin (36, passing through apertures in bunk blocks (32, which are slidably mounted between the flanges of the channel beams which go to make up the bunks.

The bunk block 2 may roughly be described as being wedge-shaped in form, this wedge shape being most clearly shown in .l ig. 3. The bunk block is fashioned from a single piece of metal, which is bent or cast, to take a U shape in transverse section, as most clearly shown in Fig. 1. The arms (54, of the bunk block, at their lower edges, and intermediate their ends, slope in opposite directions, to form edges 67 and (S8. The bunk block, in its upper face, at its edge, is provided with a notch (53, designed to receive the chain 70, or like element, whereby the load is drawn to the trucks. This chain 70 is longitudinally disposed upon the bunk t?) beneath the flanges thereof, the said chain passing through the bunk block (39, from end to end, it being understood that the adjacent ends of the bunk block are cut away, so that, when the bunk block is tilted downward upon the pin (36, as shown in Fig. 3, to the left of the figure, the edge (38 of the bunk block may rest upon the upper surface of the bunk, opportunity being provided, at the same time, for the passage of the chain through the bunk.

The bunk blocks which are pivoted upon the pin (36, normally rest in the position shown to the right of Fig. 3, and in this position, since the adjacent ends of the blocks are raised free from the upper surface of the bunks, the chain 70 may readily be passed through the bunk and the bunk block from end to end. When, however, the logs are piled upon the bunks, the log load will tilt the bunk blocks into the position shown at the left of Fig. 3, firmly gripping the chain between the adjacent ends of the bunk blocks and the upper surface of the bunks. When said load of logs is thus piled upon the bunks and the bunk blocks are tilted, securing the chain, the free ends of the chain or other like element are drawn tightly together and secured in any suitable manner, there being no possibility for the chain to move in the direction of its length around the load and between the flanges of the bunks. The beveled lower edges 67 and 68 of the bunk blocks, form faces, upon which, as shown in Fig. 3, the bunk blocks rest in position.

The device, taken as a whole, presents a vehicle of extremely rigid and strong con struction, adapted to carry the heaviest loads over the roughest roads, and to withstand the severe usage incident to its employment. The device may be turned in an arc of relatively small radius, and it is not likely to be overturned. The particular means employed for securing the axles, renders unnecessary the transverse perforation of the said axles to receive retaining bolts and the like, and the particular means whereby the traction elements are assembled with the several axles, causes the device to respond promptly to any change in the draft line.

The features of the device peculiar to a log wagon, adapt it for use in the forest, and wherever it is desired to move timber of large dimensions and in large quantities.

Having thus described my invention, what I claim as new, and desire to protect, by Letters Patent, is

1. In a device of the class described, a truck; a bolster slidably mounted upon the truck and transversely slotted on its upper face; a bolster clip spaced from the truck and rigidly assembled therewith, the clip being arranged to register in the slot of the bolster.

2. In a device ofthe class described, a truck; a bolster slidably mounted upon the truck and transversely slotted on its upper face; a bolster clip spaced from the truck and rigidly assembled therewith; the clip being arranged to register in the slot of the bolster to restrain the bolster against movement in the direction of its length; and resilient means for limiting the sliding movement of the bolster in the direction of the draft.

3. In a device of the class described, a truck; a wear-plate mounted upon the truck; a bolster clip; retaining members uniting the wear-plate and the clip with the truck; collars surrounding the retaining members to space the clip from the wear-plate; and a bolster slidably mounted on the truck and being slotted upon its upper face to receive the clip.

4:. In a device of the class described, a frame; a brace plate disposed beneath the frame; a rear axle and a front axle mounted between the brace plate and the frame; means for pivotally assembling the front axle with the frame; a bolster clip; a retaining member mounted in the bolster clip the frame and the brace plate and arranged to clamp the rear axle between the braceplate and the frame; and a bolster slidably mounted upon the frame and slotted upon its upper face to receive the clip.

5. In a device of the class described, a truck; bowed springs mounted on the truck; a bolster disposed between the springs and slidably mounted on the truck.

6. In a device of the class described, a truck; bowed springs mounted on the truck; a bolster disposed between the springs and slidably mounted on the truck; and'means for restraining the bolster against sliding movement in the direction of the length of the springs.

7. In a device of the class described, a truck; bolster clips; retaining members uniting the bolster clips with the truck; a bolster slidably mounted on the truck and being slotted upon its upper face to receive the clips; bowed springs disposed upon either side of the bolster and rigidly assembled therewith intermediate their ends, the ends of the springs being arranged to bear against the retaining members.

8. In a device of the class described, an axle; a U bolt projecting from the axle; a retaining member terminally assembled with the axle and disposed within the U bolt; and a clevis, apertured to receive the U bolt between its arms, and being disposed, intermediate its arms, between the retaining member and the axle.

9. In a device of the class described, an axle; plates mounted upon the upper and lower faces of the axle; a U bolt projecting from the axle between the plates; a retaining member terminally mounted in the plates and disposed within the U bolt; and a clevis apertured to receive the U bolt and disposed between the retaining member and the axle.

10. In a device of the class described, a frame; a rear axle rigidly assembled with the rear of the frame; a forwardly extending brace-plate mounted on the lower face of the rear axle; a front axle disposed between the brace-plate and the frame; a wearplate carried by the upper face of the front axle; a U bolt projecting from the front axle, between the Wear-plate and the brace-plate; a king bolt mounted in the frame, and downwardly extended through the wear-plate, the U bolt, and the brace-plate; and a clevis apertured to receive the U bolt and disposed between the king-bolt and the axle.

11. In a device of the class described, a frame; a rear axle rigidly assembled with the rear of the frame; a front axle pivoted to the front of the frame; clamping plates inclosing the front axle adjacent its ends; a

traction member pivoted terminally to the front axle; and hounds having their front ends assembled with the traction member, their rear ends being disposed between the clamping plates.

12. In a device of the class described, a frame; a forwardly extending brace-plate rigidly assembled with the lower face of the frame and spaced therefrom; an axle disposed between the brace-plate and the frame; a wear-plate carried by the upper face of the axle; a elevis rigidly assembled with the front face of the axle and disposed between the wear-plate and the brace-plate to space the brace-plate from the axle; a king-bolt mounted in the frame and downwardly extended through the wear-plate, and the brace-plate between the arms of the clevis; and a traction member pivoted between the arms of the clevis.

13. In a device of the class described, a frame; a forwardly extending brace-plate rigidly assembled with the lower face of the frame; an axle disposed between the braceplate and the frame; a wear-plate mounted upon the upper face of the axle; a U bolt projecting from the front face of the axle; a clevis apertured to receive the U bolt between its arms, and being arranged to space the brace-plate from the axle; and a kingbolt mounted in the frame and downwardl extended through the wear-plate, the U bo t and the brace-plate.

14. In a device of the class described, a truck comprising longitudinal side beams and an intermediate beam disposed between the side beams; side brace-plates disposed beneath the side beams; an intermediate brace-plate disposed beneath the intermediate beam; a rear axle disposed between the brace-plates and the beams; retaining members mounted in the brace-plates and the beams and arranged to clamp the rear axle between the plates and the beams; a forward axle disposed between the plates and the beams; a king-bolt pivotally uniting the forward axle with the intermediate beam and with the intermediate brace-plate; the forward ends of the side brace-plates being downwardly inclined to clear the front axle, and being upbent into terminal connection with the side beams.

15. In a device of the class described, a front truck comprising a frame; a braceplate disposed beneath the frame; a rear axle disposed between the brace-plate and the frame; retaining members engaging the frame and the brace-plate to clamp the rear axle between the brace-plate and the frame; a front axle disposed between the brace-plate and the frame; a king-bolt terminally mounted in the brace-plate and the frame; a clevis mounted upon the front face of the front axle and arranged to inclose the king bolt between its arms; a reach pivoted between the brace-plate and the frame to the rear of the rear axle; and a rear truck connected with the reach.

16. In a device of the class described, a frame; an axle pivoted to the frame; spaced, horizontally disposed pulleys mounted on the frame; clamping plates inclosing the axle adjacent its ends; a flexible element having its intermediate portion passed about the pulleys and at each end united with the rear ends of the clamping plates beyond the frame; and draft mechanism assembled with the forward ends of the clamping plates.

17. In a device of the class described, a frame; an axle pivoted to the frame; pulleys mounted on the frame; clamping plates inclosing the axle adjacent its ends; a flexible element passed about the pulleys and terminally united with the rear ends of the clamp ing plates; a traction member terminally pivoted to the axle; and hounds having their forward ends mounted upon the traction member, their rear ends being assembled with the forward ends of the clamping plates.

18. In a device of the class described, side beams; an intermediate beam disposed between the side beams, transverse tie rods uniting the beams; plates mounted upon the lower faces of the beams; a brace-plate disposed below each of the other plates; a rear axle disposed between the brace-plates and the other plates; retaining members mounted in the beams and arranged to engage the brace-plate and the other plates; a front axle disposed between the brace-plate and the other plates; a king-bolt forming a pivotal mounting for the front axle and being mounted in the intermediate beam and in the plates therebeneath; the forward ends of the side brace-plates being upbent and assembled with the side beams to the front of the front axle.

19. In an eight-wheeled vehicle, a pair of trucks, each comprising a fixed rear axle and a pivoted front axle; axle clips inclosing the front axles; pulleys rotatably mounted on the trucks; a flexible element passed about the pulleys of each truck and terminally assembled with the clips of each axle; a reach pivotally uniting the trucks; hounds connecting the reach with the clips of the rear truck; a tongue pivoted to the front axle of the front truck; and hounds connecting the tongue with the clips of the front truck.

In testimony that I claim the foregoing as my own, I have hereto afiixed my signa ture in the presence of two witnesses.

DANIEL WV. MARTIN.

l/Vitnesses:

W. M. GLENN, O. N. HUMAsoN.