USRE11760E - l riker - Google Patents

Description

No. Il,760. Reissued @my-I8, |899.

A. L. BIKER. 'MOTOR VEHICLE.

(Appximion med :une s, 1899.)

2 .Sheets-Sheet I.

Env-620.607",

nu: Namus rsrxns camnAsxmaruy, u. c.

No. ",760. f. Reissueu July yla, |899.`

. A.L. mKEn.

MOTOR VEHICLE.

(App'ueimi med .rune s, 1899.)

2 Sheets-Sheet 2.

i UNITED STATES PATENT OFFICE.

ANDREW L@ BIKER, .'OF NEW YORK, N.v Yi

Moron-vaincus.

srncxnca'rron forming par: of nmued meer Ps1-ent No. 11,760, ma .my leises. Tongue ne. siones. nos anniv 14, me. -Apynsn foy-'imm anim s, im. sum n. 'unser'.

To all whom 'it nmyconcvrn:

Be tknown that I, ANDREW L. Rinus., olfl New York, State f New York, have invented new and useful Improvements inl hicles, which improvements are fully set forth 'inthe following* specification.

This invention relates to the construction `of motor-vehicles, and more particularly to the running gearthereof, lcoinjni-sing the frame, axles, driving mechanism',- brake, and steering-gear.

' The improved vrunning gear herein der scribed, while contrived with special reference to the 'employment of an electric motor for propulsion, is applicable, as will -be seen,

toni-her suitable motors, the motoritself form-v l,ing no part of the present invention.

Study of the conditions attending the use of self-propelled vehicles and. practical experiencetherewithfhave shown that they differ materially from those attending the use of 4yehi'cl'es drawn by an external power and that 'tu moet successfully the conditions a-lfis'- ving in.' practical use many departures in construciioirfrointhe best-.types of ordinary vehiclesxare 4necessary or desirable.

' -The object- -ol -the present invention is in general to ymeet practically these new condi-v tions nd to provides, system of construction forA self-propelledvehcles characterized by simplicity, strength,v durability, flexibility,

.and facility for manipulation. i The particular objects sought by this invention 'and means whereby they are attained can best be explained in connection with the accompanying drawings, in which-- Figure-L isa plan view, partlyin section, of the running-gear lof a self-propelled vehicle; and Fig. 1'x is a detail view.. Fig. 2 is a.v

,construction illustrated lin Fig. 2, and Fig. 6

is adetail of the brake. A i The'principal parts of the frame are the forwnrdnxl'e A, the reas axle B, and the tubular sifle bare C 'C',-Fig. 1, 'forming approximately n reci :u1 gulargnre. The sid e bars are placed otor-Ve- 'when one whee'snksinto a rut.

a rigid frame thiswonld produce :i dangerfarther apart than in ordinary vehicles. The niotor D, of any suitable type, issnpported'by one of the sleeves D', inclosing the rear axle, by the housing D' of the driving-gear, and by a cross-bar D3. The uiotcr may be supported at its forward-end from 'the vehicle-'body as follows: A depending rcd'is pivot'ed to la. lug on the bottom of the vehicle-body. Thisrod passes through an eye on a horizontal plate or nose extending forward from the n iotorcasing. Above the nose is a nut adj nstable on the rod, and o n the lower end of the rod is a second adjustable nut. Coilspriugs sur round the` rodone'abeve-and the other below the nose of the motor-casing and have their ends pressing,'respectirely, against the nose and washers held by the nuts.v The object of this construction is to take up the vibratorymotionv to-.which motors are subject on first starting. The connections of the side bars with the axles are such as to meet the requirements of rigidityand strength on the one hand-4 king-bolt, while the vehicle-body is supported upon a frame consisting of the rear axle, a

bolster carried upon the iront axle'by the 4king-bolt or fifth-wheel, and connections that hold'the'bols'ter parallel with the rear axle, the frame being approximately rectangular.

A Inthe present construction, since the body is supported (by means of springs, not shown) i directly upon the Afront axle without the interposition of the bolster; the front axle must be retained in; substantially the same vertic`al plane with'respect to the body. Otherwise if this .axle were-free to turn there would be a lateral strain or twisting of the connections between the two parts. It is also necessary in this part ot' the mlechanism to make provision for one axlev assuming a.

different angular position from the other, as

.the other wheels remain at a lower level, or

Incase of ons strain on the joints and also a twist or torsion on the side bars and axles. The strain, morcovc1',- is proportional to the distance The construction of the ball-bearings will now-lie" explained with reference. to Figs. 1 andi. lSince the two are identical in coustruction ,la description lof' one vwill suiilce. .Thecasingorjournalboxmasalreadystated,

apart of the side bars. which it' is advantageous to niotor-vehiclee to make 'as great as ibis. T The seoonditous are met, accordng to the present: invention', by'making the 5 connection between one of the crossbars and` JS loosely, but is held fromv longitudinal movefment thereon by a head or enlargement `of an axle rigid, while the other connections ure loose. 'In the form I prefer oneside'bar (say- C') is rigidly connected at its fo'rwardendV with the front axle,y theconnection; being4 made, as shown, by hollow union-piecescg snrroundin the axle and brased'o'r'otherwise secu of the other 'sidebar C are not rigidl'yattached to the axle A but, on` 'the contrary, loosely surround the same and are'h'eld from longitudinal movement. by collars made fast upon the axle in any way. Thus when one of the wheels is elevated the tendency of the axle to twist and shift its position relative'to the side bar producesno strain.

The sdebars are tied together toward the reariby thooross bar or brace D, already referred to. "The ends of this brace are not fastened rigidly to the side bers, but by means of ,union-pieces of 'culisr form, so as to allow of sumcient p y of the parts. 'These union-pieces may be described as follows: A

coupling d' surrounds each side bar loosely and is free to turn thereon, but is.held from longitudinal movement by collars d, made fast on the bar. Integral with'this couplin is another similar coupling d (see Figfl below the rst and having its axisat right angles to that of the first. This lower coupling surrounds-.the end vof the cross-brace some sort at each'eud of the brace, one pressing against each coupling. The connection of the rear endsof the side bars is also devised with reference to thisl incident of use face has vs corresponding conca'vity consti-` tuting, with the seating e, a universal-joint. Thus the side bars can move both horizontally and vertically to the necessary extent and with perfect freedom relatively to the rear axle, while the joint at-the same time possesses the requisite strength. The olasticity of side bar C is suflicient to permit the necessary give or play of the parts. The vehicle-'body is held above the front axle by springs attached to eyes. (Seen in Figs. 2 and 5. Itis not, ofcourse, necessary, though it is' a vantageous, that the connection of the side bars to the axle should surround the bearings of the letter.l

is fastened-to rthe .sleeve D', within which the driving-shaft B' rotates. The outerside of thefcasing is closedA by'a ring e', screwed into thefcasiiig 'and having in its inner edge a circularfelt or other washer e", which is in contact with the surface of the shsftB and makes' v thereto. The unionpifecesfjco a'tight joi 1t, excluding ld'ustko. Within the casing'and fast on shaft B is s collarF,

' which has on one sides hardened-steel face'f, A

which constitutes s bearingLsurface Afor the adjacent seriesof balls f The entire-balla..

race. is formed by this collar, 'a hardened ring F' surrounding the shaft and turning with it and4 a series of transverse washers f',"of'har dened steel, separating the adjacent series of` alls, of which there maybe any desired nume r. surfaces. 'I' estationery surface is formed These arts form the movable bearing-'g by the head-ring F', attached to the inner "Ass whichtends to'put An tensile strain on the sleeve D' andra compression strain 4upon the ,shaft BL Thus eachringe' and-"its corr spending collar F. press firmly upon their:`

tervening balls. VIt is found that this conf 'los 'struction obviates the n ecessity of adj nstnient 'of the ball-bearings,-which is a very diflicult operation for unskilled personsl n. is wen understood inst-.when the vehiclethe opposite wheels on the s'amelale rotate with diiferentialspeed and in extreme cases may even. rotate inoppos-te directions. For

this reason it is necessary' that eachof the"v two wheels of-a pair should be capable of ab#4 soluie'ly independent rotation. In thevcaseof the 'driving-wheels, which must both'be positivelycenn'ected with and driven hyjthe`4 driving-shaft, the provision forindependent revolution of each wheel has lpresented 'one of the mostdiiiicultmechanicai problems-in IQQ the construction of motor-vehicles. The or f dinary solution of this problem co'nsists in. dividing t'hedrivingehaft in the middle,.ox; rather in providing two-shafts, one for each wheel, the shafts being connected at heir adjacent euds by a compensating driving connection, n, fariniliar form of which comprised a bevel-gear on the end of each shaft end t'wo pinions engaging therewith, carried by a. driving-wheel rotating on the axis'of the shaft as a center. In straightforward motion the pinionsfiicted simply as drivingkeys for the bevelgears; but in case of a tnru the' 4S the intermediary of the inner shaft ,BZ-jm.

parte motion tothe hnbH* of the other dj'iv'-,-

imno j a iinions turned on their own axes as vfar as necessary to compensate for the dlderential s s of the two wheels. The main object ons to this system are weakness due to die.

` viding the drivin -shaft at'or near the ruid-V dle thereof, comp exity of construction, and

inaccessibillty for repairs.

'. lhev compensating driving-gear which constitutes a 'ipart of the ready referred to, extends" the full distance line radial of the shaft B. Engaging'thesepinicns on one side is a bevel-gear G', which is keyed to the flange of tue hub H of the wheel, the said hub 'being a tubular-box, which incluses' the compensating ldriving mechanism and is supported at the inner 'end by the ring or closure H. On the other side of pinions g from gear G is another bevel-gear G, which is keyed :to the inner shaft B', the flatter being loose in tubular shaft B. At the other side of the vehicle' th'e wheel-hub H, Fig. i., is keyed to the inner shaft B' and turns loosely on shaft Bi Thus the rotation of shaft B carries the'pinioug of the com# pensating mechanism in a circular patharonnd the axis, of the shaft, and these pin ions engaging with the bevel-gear G G? rotate e saine direction, the pinions not ordinarily rotating themselves, but acting simply as driving-keys. Bevel-gear G', being keyed-directly to hub H, impartsfmoton to that drivihg-wheel', while gear'G', through.

'ing-wheel. h Obviously when thewehicle changesthe direction of its line of travel,4 Ytending-to accelerate the motion ofone wheel and correspondingly diminish that of the other, the pinions g g' by turning-en ;their laxes willpermit this diierential motion.

The principal, advantages ofthis construction are that, the driving-shafts extend continuously from side to side of the vehicle, affording maximum strength, that the compensating mechanism isreadily accessible upon removal ofthe wheel inwhose hub it is inclosed, that it occupies no extra space 'and requires no special housing, and that it "is characterized by simplicity of epstruction and requiresa relatively. small'number'of parts. t

. Keyed on the driving-shaft and Aadiacolint to the driving-spur d is a brake-drum ounted at its lower end f upon the housing resent invention is D is a bell-crank lever R, having two studs r 'r extending therefrom, as shown, and a brake-band R' passes about the drum and is attached at its ends to the studs on the lever. A connecting-rod passes forward from the upper end of the` lever to a lever under control ofthe foot of the occupant of the vel1i cle. -The operation 'sobviousl W-hen the operator presses his f ot upon he upperlever, the rod draws the .upper en o! the brakelever R forward and the studs on the lever are also carried forward, each stud pulling forward its respective end of the brske-band- The result is that the band is applied wit:` double force and ragidly around the greater portion ofthel-perig ery of the drum,

. The steeringise ectedthrough-the front' wheels, which, Yas usual, areI loose on their axles. ".lhe hubs of the wheels ,are pivoted .so'as to tu rn for the purpose et* steering on -a vertical axial line in the plane of the tread of the wheel. This construction is common in vehicles of 4this class and its advantages are well understood. There-are, however,

` special features of' construction in the steer ing-heads, which will now be described.

Fig. 2 illustrates a type. of steering-head designedV especially for heavy vehicles, while Fig. 5 shows a simplified construction suitable for lighter vehicles. The main features Vof the two forxnsare identical; "Referring Vilrst to the former, K represents e'cylindrical box or casing, into which the'end ofsxle A extends and to which it is pivoted by'means of a vertical bolt K' in the plane of the tread of the wheel. At the end of theaxle on its upper side is a circular ball-race surrounding bolt K' and containing the rballs k,-on vwhich a conical shoulder 7c on bol-t K' bears. A second set of balls k is interposed between the axle and box K, the upper bearing-surface being conical.

' The bearingfsurfaces or shoes are of suitable hardened metals 1t is to be observed that the function of the balls is not only to ,support the weight bearing upon the parte,

but also to hold .the pivot-boltK' centrally .in its aperture free from contact with the axle, except at the ball-bearing surface, and, further, to permit taking up wear and end 'thrust by tightening up the nut enfnclt K'.

To the box* K is attached an arm' m, an arm m' formingrtherewitha rightangled devez', of

which the bolt K is the pivot.' The' lever m m' is lconnected to the steeringoandie through connections hereinafter described.

Box K is inclosed by the cylindrical hub N, ball-bearngs being interposed between these parts, so that the hub rtates on boxK. kThe hub carries two en nnlnr ballonnen n n'. Each of these is a trough-shaped ring which is introduced into the open side of the cylindrical hub and driven up against s shoulder n, formed o n theinner surfe/Ge of the hu b. ce n is heldin ple-ce by thread?. i disk El, screwed d. 4 into the hub, closing the side themed. .Race

'n' similarly held in piaf-if.' by .'t threaded bearings for the hub, but

^ of the relative positionsct assembled, and the steerin ring. N, lhrongh whose central opening the and arm m pass. Each race Vbasan annular ball-retainer and dust-excluder. n, made of thin sheet metal, L-shaped' in crosssection. The bearingson the box are hardsteelrings nip, having inclined bearing-snrfaces. The balls and bearingsurfaces are, as shown, so 'arranged as also` to permit of taklngupzwear and end-thrust by adjustment the races and beveled bearingsurfaces. The parts are easily -head as a whole is but little liable to derangement. f

The constructionshown kin Fig. 5 ditfers from that in Fig. 2 only in' thatifor the balll Vbearing swivel-joint between ,the axle and steering-arm are substituted cone-bearings formed by conical pointed' pins'K2 (one of which is shown inthe drawings) entering conical sockets in the axle A. This constructionl operates. well with light vehicles.

The foregoing description applicato both the flnjward'wheels. The arms m' m of the steering-levers are connected by-a cross-bar mf, pivoted to each, so that lthe arms mm' movei together.

a link' o, whose opposite end is pivoted to a. crank-orm o', attached to and'operatedby a vertical spindle or steering-arm o?, which has at its upper end an operating-handl e. (Not shown.) On turn.- ing spindle o" link o is moved longitudinally in one direction or the' other, tilting the annier steerin levers m m' one of them di rectly and the other through cross-bar m. The positions assumed by the wheels and steering-gearinv making a turn are indicated by dotted lines. Itis to be noticed thatin moving in a curved lin the two wheels of a'v pair tend to assume different angles, the inmeasuringthe latter. from the joint' where it connects with cross-bar 111 'ner wheel, which travels on a curverof shorter radius than that of the outer wheel, assuming the greater angle of inclination. The con struction described permits of the necessary y joint nearer lo the axle', while jointp on the contrary has moved farther from the axle and nearer to the vnormal plane of the tread. Consequently the inner wheel, which moves on the curve of shorter radius, has the greater inclination. Obviouslythegreatsr the move'- ment oli-the steering-levers the greater will be the dili'erence of inclination, and if the'steering-spindle be turned in the opposite,direc `tion the conditions will be reversed.

n otionlyV to form One of the arms m' is pro` f longed, and to its end is' connected,v prefer-V ably`by a universal joint,

. Experiment shows thatA the proper opera tion is best attained when an imaginaryline q, drawn from the pivot K to pivot p, makes with arm m' an angleof twenty-two and onehalf degrees. v

An advantage ofthe steeri ng-gear described` versal joint, and one of the bars being se- Ycured rigidly to the front axle while the other is secured thereto by a pivotal connection, substantially as described.

2. In a running-gear frame, a sidebarfpivotally connected 'to the front axle andconnected by a universal' joint te ,the rearv axle, substantially as described.

In a running-gear frame, a side basses cu'rcd rigidly to the front axle and by a uni'w versal joint to the rear axle, vsubstantially as described.

4; An approximately rectangular. runninggear frame,.in which one of the. side bars is. connected rigid-,ly to the front axle,rwhile the other is connected thereto lonselv. substantially as described.k

5. An approximately rectangular running gear frame consisting of a front axle, a rear axle, an inclosing casing in'which the rear axle is adapted to'v rotate, and side bars having a loose connection stantially as described. v

6. A four-siderunning-gea`r frame in which one o. the joints is rigid and the others loose, substantially as described.' I 1 7. In a rnnninghgear frame for motor-'vehif ,cles and thelike, the combination with the front and rear Aaxles extending from side to side ot the vehicleand carrying the wheels at with said casing'. sub.

theends thereof, of two side bars extending l from axle to axle, .and severally and sepa rate] y connected thereto at their ends respectively without theinterposition of holsters or thelike, the twoaxles being free to move independently vand toassnme different inclinavvtions while being always- 'maintained-.in substantiall'y parallel vertical. planes. 8. In-a running-gear frame for motor-verhicles, the combination with the front and rear axles extending from side to-side of the vehcle and carrying the wheels at the endsthereof, of two ,side bars extending from axle to axle,

and connected directlythereto without the interposition of holsters or the like, and in suchr manner as to allow independent vertical .play of the-axles and to 'permit them to assu me di fferent-inclnations w'hileialways maintaining them in substantially parallel vertical planes.

9. In a running-gear frame for motor-volli# end, the ball-bearings situated within the'en-- cles, the combination withthe f ront and rear axles e'xtendingfroni side to side of the-vehicle and carrying the wheels at the ends thereof,

fol. two'side bars extending from axle to axle, Vand separate orv independent connections between each end of 'the bars and the axles refspectively, said 'connections allowing independent vertical play of the axles and per; mi tting them to assume different inclinations, while always maintaining them in substantially vertical planes.

10. The combination of the rotatingaxle liaving a, collar near each end,r the relatively station ary or non-rota'tingcasings qrrounding the axle and having an enlargement at 'each lar ements andagainst the outer side of the col ars, and means for tightening the balls up against the collars, substan tally as described; y

11. In a running-gear'franie of a motor-vev liicle,tbe combination with therevolvingshaft or axle, andthe relatively stationaryfcasing surrounding it and having aspherical seating near eachend, 0f,- the side barsmounted to turn freely upon the seatings and connected at their forward ends to, the fore axle, the forward portion of the casing being Supported l` rom the frame, substantially as described.

12. The' combination with a tubular axle having a road-wheel mounted to rotate upon cach end thereof, of a shaft turning'freelyinside the' hollow axle, said shaft. havingone of said wheels fast upon one end tl1ereof, and near lthe other end'a compensating gearing connecting with tbcothor wl1eel ,substantially ns describedy l 13.. The combination with a hub and a cylindrical boi upon which it is mounted to rotate freely,lof the axle, a bolt passing through the axle and the box-and pivoting the latter upon the former, the saidv bolt havinga conical shoulder near its upperend, and two sets of bali-'bearings, one between the said shoulder'and the upper faceof the axle', and tho other between the lower face of the axle and the cylindrical box,sub'stantial1y as described.

14. In combination with the axle@ hub lia'ving near each end a. racewa y for ball-bearings,

the raceways being in the form-of removable' I trough-shaped. rings ttedinto the hub, and a cylindrical box mounted pivotallyon the axle and havin contactwith said balls, and holding-disks for the ball-racesscrewed into thehub at the endsr A thereof, substantially as described.

15. The combination of the axle, the cylindrical Abox connectedwith the axle by a vertical bolt, two sets of ball-bearingsoneon each 4side of the axle between the same and said bolt, rings having beveled bearing-surfaces,

vone on each fend of said box,andahubi nclos ing said box and carrying two ball-races, thc balls thereinv being in contact with said bcveled bearing-surfaces, substantially as described.

In Vtestimony whereof I have signed this specification in the presence of two subscribing witnesses. t

' ANDREW L. RIKER. Witnesses:

A.' C. SCHULZ, W. KELsEY.

Images