USRE17918E - Apparatus for handling and storing automobiles - Google Patents

Description

F. P. DINKELBERG APPARATUS FOR HANDLING" AND STORING AUTUIOBILES Jan, 6, 1931.

R 17,918 15 Sheets-shat. 1

Original Filed Feb.

F. P. DINKELBERG "mums FOR HANDLING AND s-ronme wi-oyosxms Jan."8,' 1931. Re. 17,918 J angina; Filed F91:- l9, 1923 13 Sheets-$heet 2 DLING AND STORING AUTOMOBILES Re. 17,918 Original Filed Feb. 19, 1925 15 Sheets-Sheet 3 @QNM F. P. DINKELBERG FOR HANDLING AND sronme Aurouoamis APPARATUS Jan. 6, 1931 r, clri I 1 l llll 17,918 -Sheet Re, 13 Sheets NG AUTOMOBILES v F, P. DINKELBERG APPARATUS FOR HANDLING AND STORI Jan.

' F.- P. DINKELBERG APPARATUS FOR HANDLING AND STORING AUTOMOBILES Rs. 17,918 13 Sheets-Sheet 6 I 1 ill. krillti. h hr. 4 Z 1 E C e. I f. r.. f 'l C f f I Z .ilml h m E B L E K m D P E APPARATUS FOR HANDLING AND STORING AUTOMOBILES -Re. 17,918 13 Sheets-Sheet '7 Original Filed Feb.

. 7 mw A m 1 WK 3?} m MR 9 m Q) Q mm H L a 6 mm a R 1....:: g m ww O mb 4. v m% L? den ck y ire .F. P. DINKELBERG APPARATUS FOR HANDLING AND STORING AUTOMOBILES 7 Re. 17,918 Original Filed Feb. 19, 1923 a Jan. 6,

l3 Sheets-Sheet O. a m 8 $1-- E Re. 17,918 15 Sheets-Sheet 9 F. P. DINKELBERG I H II 1/ n I 1/ I 1 j I Feder'zd PDZ IZK Zbe Ofiigihil Filed Feb. 19, 1923 APPARATUS FOR HANDLING AND STORING AUTOIOBiLES Jan; 6, 1931.

I F. P. DINKELBERG APPARATUS FOR HANDLING AND s'roRIiG Au'roloamns Jan. 6, 1931.

. 17;.918 Original Filed 1923 -.13 shuts-Shoat. 1o

F. P. DINKELB ERG APPARATUS FOR HANDLING AND STORING AUTOMOBILES Original Filed 1 1923 15 Sheets-Sheet 11 rvderickffizivzkelbercg- I mnlwrw F. P. DINKELBERG APPARATUS FOR HANDLING AND STORING AUTOIQBIBES 13 Sheets-Sheet 12 Jan. 6, 1931.

Original Filed Feb. 19 1923 Re. 17,918 15 Sheets-Sheet 13- F. P. DlNKEL-BERG APPARA';!US FOR HANDLING AND STORING AUTOIOBILES Original Filed Feb. 19, 1925 Jan. 5, 1931.

Reissued Jan. 6, 1931 Re. 17 ,918 g UNITED STATES P-ATENTOFFICE I rnnmimcxr. DINKELBEBG, or EVANSTON, ILLiNoIs, AssIGNon, BY 'MEsNE SSIGN- MENTS, T cnoss PARKING SYSTEMS, me, or CHICAGO, rumors, A, conrona'rr'on OF ILLINOIS APPARATUS ron HANDLING AND sronmenu'romomms Original No. 1,584,517,'dated May 11, 1926, Serial No; $0,118, filed February 19, 1923. Application for reissue filed February 16, 1928. Serial No. 254,918."

This invention relates to an apparatus for handling and storing automobiles and has for its object to provide a new and improved efiicient apparatus ofthie description. In view of the large number of automobiles now in use and thecongested condition of the streets it is very desirable to provide some means'of easily, quickly and efiiciently storing them at points where access to them can be easily and quickly secured. "The invention has among other objects to provide an eflicient'apparatus by means'of which automobiles of all sizes can be easily. quickly and efliciently transported and stored in buildings with'a number of stories or a single story and can be easily and quickly removed. Another object of the invention is to providemeans for handling the automobiles in a comparatively small space so that they can be moved about and into and out of their storage spaces quickly and effectively thereby permitting the storage of a large number of automobiles in a short time and in a comparatively small space and effectively using such space. Another object of the invention is to provide a carrying device or truck for efiiciently handling automobiles in a small space which can be moved under the automobile and will into its storagespace and then release it, the

transporting device itself passing into'the,

storage space to deposit the automobile therein or remove it therefrom. The invention has other objects which are more particularly pointedout in the followingdescription.

Referring now to the drawings Fig. 1 is a ground floor plan of one form of building showing the method of use of the apparatus; I

Fig. 2 is a typical floor plan above the ground floor; H

Fig. 3 is a plan view of one form of truck used for the handling of the automobiles;

Figure 4 is ,a side elevation showing the truck under an automobile having a short wheel base before the automobile is lifted from the floor, the automobile being shown in dotted lines; J

1818 ofFig. 10;

Fig. 5 is a View similar to Fig. 4 showing ing one of the corner sections of the truck;

Fig. is a sectional -10.1(l of Fig. 3; 1 Fig. llis an enlarged sectionalview taken online 11'11 of Fig. 3; A

Fig. 12 is an enlarged sectional view taken on line 1212 of Fig. 3;

Fig. 13's an enlarged sectional view taken on line 1313 of Fig. 3;

Fig. 14 is an enlarged sectional view taken on line 1414 of Fig. 3,;

Fig-15 is a sectional view taken on line 1515 of Fig.8; i

Fig. 16 is an enlarged sectional view taken on line 161 6 of Fig 3; e

' Fig. 17 is a sectional view taken on line 17'-17 of Fig. 10; Fig. 18 is a sectional view taken on line view taken on line F'g. 19 is a longitudinal sectional view of one of the side members of the truck;

Fig. 20 is a diagrammatic view showing the electrical connections when the truck is operated by electricity;

Fig. 21 is a diagrammatic view showing a portion of the electric-controlling circuits for controlling the movement of the frame pieces carrying the wheels and before the movement has started;

Fig. 22 is a view similar to Fig. 21 after the parts have moved to engagethe wheel of the automobile and move one of the automatic switches;

s Fig. 23 is the same as Fig. 22. wherein the parts have moved suflicient to move both of the automatic switches;

Fig. 24 is a sectional view through the casing of one of thecontrolling push button contact switches;

eel

is plan view with parts omitted showing a construction by means of which the truck can be moved about its vertical cen- Fig. 26 "is a Y diagrammatic view showing the device of Fig. 25 indicating thepo'sition of the v wheelsv when the truck is moving in.

i straight lines;

' the device shown Fig.2!) illustratingthe 30 of.Fig. 28; z I A a r a H Fig. 311$ an enlarged perspective viewjo-f 2o Fig. "27 1s a view similar to Fig. '26 show; ing'the position of the wheels when the truck ismoving about its central yertical i Fig. 28 is an enlarged-view of one end of.

details of the various parts; I v ,1 1

Fig. 29 is a sectional View aken online 29--29 of Fig. 30';

Fig. 30 is a sectional view taken on line the clutch controlling arm v I v Fig. 32 is a side elevation of the device shown in Fig.128.

Like numerals refer to like parts throughout the several figures.

Referring nowto the drawings, Figures 1 and 2 Ihave shown-a ground floor 'andja" typical 'fioor of a building for storing anto-- mobiles. [I have s'elected for these views a narrow building as being one of the most difficult buildings-to use' for storing automobiles efficiently, the narrow building-being taken for. purposes ofillustration, it-ibeing of course evident that buildings of.,;any

widths, lengths and heights can beused. ,.Re-"

ferring now to the building -1, I 'have' 'shown a central passageway '2 through the build ing so that the automobiles may'enterfand pass out without interference. 'On the ground floor I have. shown a'landing platform 3 for passengers. -Whn'the'aii-tomo. j biles come .into the building the passengers step onto this platform from the automo biles and then pass out of the building.

When'they desireto take the-automobile out. of storage, they walk in onthis pl.atform';tbe

automobile is brought down and they step into it.

Located in the 'buillding are one i or more elevators 4 by means of which 'theeiutomo biles are taken to the upper stories, When the automobiles come into the buildingthey are placed .upon trucks '5 and handled by these trucks. Theseltrucks are arranged so that they can be moved under the automo, biles. ..I have shown in Figs. 1- and 2 for purposes of illustration-an automobile 6 ,"the

automobile being shown diagrammatically.

The truck 5 is moved "under theautomobile 7 set out.

as shown in Fig. 1, the automobile lifted by the truck from the floor and the automobile is moved into the'elevator and out to'the stor age space as will be hereinafter more fully One form of truck 'for handling the automobiles is shown in Figs. 3 to 20. This truck is provided, with fourwheels 7, one at each corner, said wheels arranged to be rotated to move the truck, said wheels being also arranged; to rotate abouta vertical axis'to change their position so as to change the direction of movement of the truck. In the particularconstruction shown each wheel j is fastened-toa shaft 8 (see Fig. 12) rotatably mounted in a movable support 9.

Means is provided formoving' the support 7 to various positions and for rotating the wheels 7" in all the various positions of the support, ,In vthe construction shown,v the movable support '9 .'is mounted in a frame piece 10 and is provided with a gear 11 which is shown as a wormgear, each wheel being provided with one of these gears. Connect-j ed with the gear :11 of each wheel is a driving device 12 which in "this case is shown as a Worm. This worm 12 is 'fastenedto' 'afshort "shaft 13 which-is provided with a ipinion 14 (see Fig. 8) driven by a pinion.15on a shaft .16. This shaft-16 has abevelled pinion-1,7 which engages a bevelled pinion 18 .on the steering rod 19 having a non-circular. shank 199 whichfits into a socket in the removable steering tried section '19 provided ,at one end witha steering wheel 20 (see Figs. ,4 and t In order to facilitate the steering of'rthe truck I ,preferto provide a steering wheel 5&5 and rod at each corner a of the truck and arrange means so thatuanybne steering -rod section 19 .can :be' used at any-corner to control al1 of the wheelsiof .thetruck. In order to secure this result the shaft+16 (see Fig. "-120 extends across the truck and drives the worms of the two front wheels of the track.- In Figs. 3 and 28-1 haveshown two different 1 methods of accomplishing this result. The

arrangement of the one shown in Fig. 3 'is preferred since it brings the steering appa' ratus within the :body of the truck. 'How} ever; irrespective of where the shafts 2.1 and 21 are mounted, the operation is essentially the same, as willappear. tionto the rear wheels con'sistingofashaft There is-a eonneo' 21splined to a hollow shaft 21; I The shaft 21=is provided with a bevel-led gear 22 which engages the bevelledgear23 in Fig. 3- on-the shaft 16. The hollow 'shaft 21 hasta be-v 1 15 elled gear 24 at. one end thereof whiehen:

gages a bevelled gear "25, on the shaft 916 which shaft by means of pinions 15 drives the shafts 13 and worms 12 ofthe rear wheels. It will thus be seen that by rotating any one of the steering rods 19 all ofthe wheels of the truck can be controlled. The steering rods are preferably mounted in brackets 26 which rotate about the shafts 16 and 16 (see Fig. 6). These brackets .a're

provided with slots 27 in which works afixed pin 28. The brackets are provided with notches 29. A pawl 30 has an'end'whic'h "fits in these notches and is normally heldtherein. by a spring 30 and is adapted to be con trolled by the foot. This permits the steering rods to'be moved down out'of the way when desired by simply releasing the pawl from the lower notch and moving the bracket 26 downso that the pawl engages the upper notch. The movable supports 9 arepreferably provided with ball bearings 9 (see Figs. 10 and 12). I prefer to provide an indicator or pointer 31 connected with the movable piece 9 which indicates the position of the wheels 7. I also prefer to provide the movable support with anoilreceptacle 32 by means of which the various bearings may be oiled through suitable oil passageways.

Some means is provided for driving the wheels 7 of the truck. As herein shown (see Fig. 12) the shafts 8 with which the wheels 7 are connected are provided with bevelled gears 33 which engage bevelled gears 34,rotatably mounted on the movable support 9. It will thus be seen that when the gears 34 are rotated the wheels 7 will be rotated on their horizontal axes. In the construction shown, these bevelled gears 34 are rotated as follows. Engaging each bevelled gear 34 is a'bevelled gear 35 mounted on a'short shaft 36 (see Figs. 8, 11 and 12). The short shafts 36 are driven from the driving shaft 37 in any suitable manner. As herein shown this is done by means'of a chain or belt 38 which engages suitable wheels on the shafts 36 and 37. The shaft 37 (see Figs. 8 and 11) is pro vided with a bevelled gear 40 which engages a bevelled gear 41 on a short shaft 42 which has a Worm wheel 43 which engages a worm 44 on the motor shaft 45 of the motor 46. It will thus be seen that when the motor 46 is operated the driving shaft 37 and hence the shaft 36 and bevelled gear 35 will be rotated and this will rotate the bevelled gear 33 and the shaft 8 and hence the wheel 7. The shaft 37 extends across the truck (see Fig. 20) and there are similar connections from it to each of the Wheels at opposite sides of the truck. There is a similar motor 46 at the other end of the truck (see Figs. 3 and 20) which drives a shaft 37 which has similar connections to the other wheels of the truck. It will thus be seen that if the motor 46 is operated the front set of wheels will be rotated about their horizontal axes to move the truck and that when the motor 46 is in operation the wheels at the other end of the truck will be rotated to move the truck. These motors are controlled as hereinafter set out.

The frame pieces 10 which form the corners ofthe truck in the particular construction shown are connected together in any suitable manner. As herein shown they are connected together by the end members 47 and the side members 48, said members being preferably made up of plates or thelike so as to secure a light, strong construction.

The end members 47 carry the motors 46 and 46. The side members 48 are connected togetherby the connecting pieces 49. The

corner frame pieces '10 are movable and can be moved outwardly away from the side pieces 48 but in alignment therewith as will be hereinafter more fully explained. Connected'with these frame pieces are the engaging pieces 50 which are adapted to be forced under the wheels of the automobile to lift it from'the ground. These engaging pieces are The f 10. The frame pieces as herein shown have plates 58 bolted thereto (see Figs. 9,11 and 12) which cover up the'grooves'in the frame pieceslO so asto hold the rack'bars 53 in place. 'By removing these plates the rack bars are accessible. It will be seen that by rotating thepinions 54 in one direction the rack bars and hence the engagingpie'ces 50 will be pushedout so as to engage the wheels of the automobile and lift them from the floor and when said pinions are rotated in the op posite direction the rack bars and hence the engaging pieces 50 will be retracted to the position'shown in Fig. 3. The pinions 54 are operated as hereinafter described.

)Vhen automobiles with a short Wheel base are to be loaded on the'truck the truck is moved under the automobile and the rack bars moved out so as to causethe engaging pieces 50 to engage the wheels and lift them fromthe floor. WVhen cars with along wheel base are to be lifted, in order to prevent the long leverage on the rack bars the fran'ie pieces 10 are moved outwardly the desired distance and then the rack bars are moved as before set out. These frame pieces are moved outwardly by having the motors 46 and 46 operating in opposite directions and the wheels 7 connected therewith. Under these conditions one set of frame 11 ieces moves out in one direction and the other in the other direction. There must, however, be some equalizing mechanism arranged so that when the movement is completed the frame pieces at each end wil'l'be equally distant from the endsof the side members. I have illustrated one mechanism for this purpose as follows. As 1618111 shown, these corner frame pieces carrying the wheels 7 have connected with them suitable rack bars by means of which they may be moved. In the con struction shown, said corner frame pieces ha e connected with them the channel shaped members 59 (see Figs. 10, 16, 17 and 13). These channel shaped members have cornected to their sides the grooved bars 60 in which work the rollers 61 connected with the side pieces of side ;members, said roll ers acting :as )friction reducing'supports when :the corner frame pieces are moved;

Connected withithe channel shaped members 59 are rack bars 63 whichenga'ge a gear c4 mounted on-ashaft 65carried in bearingsj66 connected -withthe.side pieces 62.;It will-be noted that when the gears 64 are rotated'the j channel shaped members 59' are moved. outwardly equally sons to move the corner 110' outwardly the desired d stInce,-as for example-to the position shown in I Fig. 6. The .gearB-is held against rotation by =somersuitable .mechanism so as to hold the partsiinany desired POSltlOll. As here1n .fil10WI1,-ai00llh engaging part67 is slidably mounted in ;a holder'68-and is controlled by a 'bell crank lever 69, one end of which entors .an opening in the tooth engaging part.

The otherend' of the bell crank lever is connected withacore 5700f the solenoid? 1. In

view of .theifactzthat the gear 64 should be lockedmost of the time and needsto be unlockedlonly on special occasions such as when r it is=clesired tomove out the frame pieces 10,

I have arranged t-he parts so that the tooth engaging part normally engages the teethwith the gear. When it isdesired to lock the gear the solenoid is deenergized and the spring 72 movesthe-core ofthe solenoid-back to its initial position and moves the tooth engaging part6? intoengagement with one of the teeth .of the gear 64. The solenoid 71 and associated parts are I mounted upon the bracket 73 (seeFig. 18'),

which projects between the upper and lower grooved bars and. is attached to the side pieces 62. j

When the .device is placed -under an automobile with along wheel base the frame pieces 10 must first be moved outwardly. This is done by operating the motors 46 and-46 in opposite directions and connecting them with the wheels 7, and moving the tooth engagil'iggparts 67 out of engagement with the gear 64. It will be readily understood that it would be somewhat difficult to placethe device exactly under the middle of the car so that ithe frame pieces 10 at eachend would only be required to be moved out the samedistance to bring them in proper position with'relation to the wheels. With the construction herein shown this is not necessary because if the device is nearer one set of wheels 'than the other and one set of frame pieces '10 strikes the wheels first so that it cannot be moved further out, .as shown for tion whereinthe shaft of the gear-64 ,is-conple .i F-ige ln w wr t side members '48 to .move in the direction" of the other set of "wheelsnntil the frame pieces 10 come into the zproperpositiomand whenin this position these frame pieces will project substantially the same distance froma-the ends of the'sidemembe'rs. v .1;

lhis equalization of projection of these frame piecesis brought about by the construcnected with the sidemembers 48, for-when one set of frame pieces are-stopped by the wheels so; as'to produce -a;.r =.-.sistance the con:

tinued rotation of the. gear 64; causes such ge'ar to travel along one of the :rac-kbars for'the frame pieces, thus ca-rrving the side members with it, the rackbars 'o-fthe-other set of frame pieces being projected ,onlyihalf as fast as they would be-i'f the side members were stationary, the result beingthat when both sets of frame piecesare in proper relation tothe wheelsthe side members areunder the-middle of the carand theframe pieces project therefrom substantially-equalamounts. This. permit-s the device-to be placed under the-,carin any position and obviates the necessity of careful placementvthereo f, thus making it easy for anyone to usethe' device. f

' I The gear 64 and the -racksi59 in addition to acting as an equalizing mechanism *for securingequal projection of the racks-at each end of the device also actas a; locking device; When the engaging pieces -.50 are being puShedunder the wheels of the automobile there is a backward-pressure which tends to move the frame pieces'flO towards each other but when the tooth engaging piece 67 engages the teeth of the gear 64 this locksthe parts against movement due to this pressurev and :holds the frame pieces in their proper" position. When this tooth engaging .part is in position it alsoflocksthe frame pieces 10 when the truck is moved from one place to another. I may connect the variousparts of the operating mechanism with the-"motors in, any

suitable manner. I prefer, however tomake purpose I have shown-a series of electr'ically controlled clutches for making the various connections. These clutches I have shown as controlled by solenoids. In Fig. .20 I have shown the wiring diagrammatically so fiS-TO Figs. 8,12, 14 and '15. When the motor (in this instance the motor .46) is operated, the belt 38 (see Fig. 8) is operating and this oper? the device moreor'less automatic and for this ates the-sprocket wheel 74 see Fig. 12) which is rotatably mounted .jupon ithe stub shaft 175.

. times while the motor is rotating and cooperates with the nonrotating clutch member 77. The clutch member 76 has pivoted there-with movable members 78 (see Fig. 15) having the springs 79 connected with the ends thereof, which tend to move them. inwardly towards each other so as to cause the engaging projections 80 thereon to engage the engaging members 81 on the shaft 36 (see Fig. 15). The movable members 78 have their faces inclined projections 78 (see Figs. 12 and 15). The clutch member 77 has annular projec tion 77 having an inclined face engaging the inclined faces of the projections Y8 12) VJ hen the clutch member 77 is moved to the right the annular projection 7" engaging the bevelled faces of the projections 78 move the movable engaging members 78 about their pivots so as to disconnect them from the engaging pro-jections 81 and hold them in this position, thus disconnecting the stub shaft and the shaft 36. When the engaging projections engage the engaging projections 81, the stub shaft 75 and the shaft 36 are operatively connected and this operatively connects the wheel 7 with the motor. The other wheels'are connected in a similar manner by similar mechanism. ber 77 is controlled by a bell crank lever 82 (see Fig. 12) having a bifurcatedarm 83 (see- Fig. 14) which has pins 84 which engage the clutch member 77. The bell crank lever 82 is connected with the core 85 of the solenoid 86. When this solenoid is energized the bell crank lever 82 is moved so as to move the clutch members '7? to the left (Fig. 12) so as to cause the annular projection 77* to disengage the member ?8 whereupon said members are moved about their pivots and engage the projections 80, thereby connecting the shaft 36 with the motor. When the solenoid 86 is deenergized the springs 77 move the member 77 to the right (Fig. 12) so as to disengage said members 78 from the engaging projections 81, thereby disconnecting the shaft 36 from the motor. The engaging projections 80 are so shaped that when they are moved out to become disengaged from the projections 81 they fall away from such projections so that there will be no frictional resistance, thus making this movement easy. I have shown the solenoids 86 so that when they are energized the clutches they control are in such position as to connect the wheels? with the motor but I may arrange these solenoids to work just the opposite way-that is, so that when they are deenergized the clutch is in such position as to connectthe wheels 7 with the motor and when they are energized the clutches move to disconnect the wheels 7 from the motor.

The clutch meni The engaging parts 50 which engage the wheels of the automobile are moved out b the following mechanism. The motor sha t 37 (see Fig. 11) has keyed to it the sprocket wheel 88 which drives the chain or belt 38. This shaft has associated with it a clutch having a clutch member 89. The shaft 55 whichv carries the pinion 54: which engages the rack bar 53 connected with the engaging piece 50 is provided with a non-rotating clutch member 90 which has pivotally connected therewith the movable engaging members 91 to which are connected the springs 92. The members 91 are provided with the engaging projections 93 which are adapted to engage the engaging projections 94: on the shaft 55, and are also provided on their faces with projections 91 having bevelled faces (Fig. 11). The clutch member 90 is provided with an annular projection 90 which has a bevelled face which engages the bevelled faces of the projections 91 when the member 90 is moved to the right (Fig. 11) thus moving themembers 91 about their pivots so as to dis engage them from the engaging projections 92 on the shaft 55. The clutch member 90 is held in this disenga ing position by the springs 90". The clutc member 90 is moved by means of a bell crank lever 95 (see Figs. 11 and 14). One end of this bell crank lever consists of a. bifurcated arm 96. This bifurcated arm is provided with pins 97 which engage the clutch member 90. The-bell crank lever is controlled by a solenoid 98 (see Fig. 11). When the solenoid is energized the bell crank lever is moved to move the clutch member 90 to the left (Fig. 11) so as to release the members 91 and permit them to engage the projections 92, thusconnecting the shaft 55 with the motor. lVhen the solenoid is de-. energized the springs 9O move the member 90 so as to move the members 91 out of engagement with the projections 92, thereby disconnecting the shaft 55 from the motor. The rotation ofthis shaft moves the rack bars 53 and the engaging parts 50, the direction of motion depending upon the direction of rotation of the motor. It is understood of course that there is a solenoid and clutch arrangement for each one of the engaging devices 50.

In Figs. 25 to 32 I have shown a construction whereby the truck can be moved or ro-, tated about a vertical axis through its center and at the same time all of its wheels 7 can be controlled by any one steering wheel. In this construction some means must be provided for moving the wheels 7 at one end of the truck to opposite inclinations as shown for example in Fig. 28. One means of securing this result consists ofdividing the shaft 16 be yelled flgears 99 and'100. :These bevelled gears aresplinedto the shaft and are adapted to 'be moved towards and from each other. Connected to these gears are the engaging teeth or members which are connected together when the gears are moved towards each'other so as to make both sections of the shaft rotate together. Located between these gears is another bevelled gear-103 which is slidable upon a short shaft 104. Connected with the hub of the gear 103 is a bifurcated shiftinglever'l05- (seeFig. This shifting lever en ages the spring member 106 which tends to hold it against movement and is connected with a shaft 107. As shown in Fig. 29,

for example, the spring member 106 has openings106 and 106 and the shifting lever has a projection 105. hen the shifting member'is in one position this'projecti'on enters one of these openings and when in the. other position this'projection enters theother opening and this prevents the accidental movement of the shifting lever. This shaft extends to the sides of the truck and" at each end: has connectedztherewith, the. foot lever 108 (seeF'igs. 28'and-32). The gears 99 and.

100 are provided with bell crank shiftin levers 109 and which are. connected with the-rings llland 112'on the hubs of the. gears 99 and 100. These shifting levers are also connected with thehub of the" gear'103 (see Figs; 28 and 30) so'that" when the ear 103 (seeFig. 28) is movedto the right t e gears 99 and 100 will be moved towards each other to connect the two sections of the shaft 16 togetherand when the ear 103" ismoved to the left'the gears 99 an 100 will be separated by the shifting'devices so that the gear 103 will pass in between them and engage them as shown in Fig. 28.

I make the connection between the shifting levers 109 and. 110 and the hub of the gear 103m such manner as to permit the gear 103 to be moved a short distance from between .j the gears 99 and 100 before said latter gears are moved towardseach other. Thisis accomplished by providing separate members 113 and 114 which are connected to the rotating ring 115 in the hub of the gear 103 and which are connected respectively with the shifting'levers 109 and 110 by means of a pin and slot connection as shown at 116, one

. of'the members having a pin and the. other a slot so that there is a certain amountv of lost T motion before the gears 99 and 100 begin to move towards each other. When it is desired, for example, to move the wheels 7 keeping them parallel to each other, the opera- :tor puts his foot on the end 117 ofthe lever 108 and this through the shifting lever 105 moves the gear 103 out from between the gears 99-and 100 and moves said latter gears towards each other" to connect the engaging v parts 101 and 102. The two sections of the shaft" 16 are then connected so that when the steering wheel is rotated they will be rotated together, that is, as one shaft, and the wheels 7 will be moved in parallel relation. This arrangement is shown in Fig. 25. When it is desired to move the wheels 7 to an angular will move in an arc of a circle or a complete circle, the center of which is-the vertical centralaxis of the truck. The motors at the two ends must of course be rotated in the proper direction. to rotate all of these wheels in a direction indicated by the arrow in Fig. 27. In Fig. 25, for example, the wheels 7: are shown so that the truck may be run in a straight line in either direction, that is toward or away from the top ofthe sheet. In Fig. 26 the wheels 7 are turned at right angles so that the truck can be run in a direction at right angles to that it is running in in Fig. 25, while in Fig. 27 the wheels are turned at an angle to each other and in such position that the truck can be rotated in a circle about'its central vertical axis.

When it is desired to turn the wheels as shown in Fig. 27 to run in a circular direction they are first turned to the position shown in Fig. 25 and then the'foot lever is pressed and the wheels are then turned to the position shown in Fig. 27. This only requires the wheels to be turned a small amount, that is through an angle of forty-five degrees, as will be seen by comparing Fig. 27- with Fig. 25 and noting the distance the bevelled gears 33 have been moved. If the two motors are now run in the reverse directions, as indicated by the arrows, in Fig. 27, the. entire truck will be moved in a circular direction about its central vertical axis. If, now, it is desired, to run the truck in the.

ordinary way in straight, lines, .the steeringv wheel must be moved so as to turn the wheels back to the parallel positions as shown in Fig. 25 before the foot lever is pressed to disengage the gear 103 from the gears 99 and 100 and connect the two parts of the shaft 16 together. The reason for this is that when the two sections of shaft 16 are connected together the rotation of the hand wheel always moves the associated wheels in parallel relation and hence to operate, properly they must first be put in parallel relation before being controlled in this manner. Fig.

25 shows the wheels when the truck is moving inone straight line position and Fig. 26 when they are moving in a straight line posiiao tion at right anglestlieretol These positions and any intermediate positions are brought about when the two parts of tlie'shaft 16 are connected together." As thefram'e-p'ieces are moved out the wheels must be moved'todifferentangles in order to rotate the truck about its central vertical axis. This is due to the fact that the wheels when the. frame pieces are moved out do not move outradially=but move ina straight line forward or backward. The operator cannot properly position these wheels simply by the indicator 31because he does not know the angular posi tion they must be placed in these various posi+ tions. Some means must therefore-be provided for indicating thecorrect position of these wheels, to secure the circular rotation in'the various positions of the frame pieces. I have shown one means for-this purpose. In' this constructiontheindicators 31 which are connected with the wheels 7 to indicate their position each have associated therewith.

a second indicator 120.- The indicators 31 are fixed with relationto the wheels whereas the indicators120 are movable and are prefer ably mounted upon a pivot 121. These indicators each have an inwardly projecting arm 122 which is connected by a flexible connec ing piece 123 with a spool or drum 124 located i at the'center of the truck as'shown for example in Fig. 28. I There are four of these indicators 120, one for each wheel, all four being connected by the flexible connecting device with the spool or drum 124. This spool or drum is preferably provided with a spring or other suitable device which autom'atically winds the flexible connecting pieces 123 thereon when the frame members are moved toward the center of the truck permits their automaticunwinding when the frame pieces 10 are moved away from the center of the truck. With this construction when the frame pieces 10 are moved out the indicators 120 since they are connected with the center 4 of the trucli will always be in the position inwhich the wheels must be placed to secure the circular motion and hence whatever the position of the frame pieces 10 it is only necessary to move the wheels 7 so' that the indicator 31 is parallel with the indicator 120 and whenthis is done and the wheels 7 rotated the truck will rotate about its centralverticalaxis. I may make these two indicators of different colors so asto make it easier to manipulate them and to see when they are in proper parallel relat1on; l The motors are controlled byany of the ordinary controllers, one of which 1 have shown at 125, Fig. 20, this being shown as a double controller, the circuits being controlled by the levers 126 and 127. The motors are connectedto any desired source of electrical supply. When the levers are moved away from each other as shown in-full lines inFigf the motors are rotatedin opposite ers when the frame pieces 10 and'the engaging-pieces'50 are moved out. lVh'enthe levers are moved towards each other as shown in dotted lines in Fig. 20, the directions of rotation ofthe motors are reversed but they are still rotating in opposite directions. lVhen it is desired to have the motors rotate'in the same direction the two levers are. moved so as v to bepara'llel, that is, in the position indicated by onedotted line lever and one f-ullline lever in Fig.20. I prefer to provide an automatic arrangement by means of which when the frame pieces10 and the wheel engaging pieces are moved-out they will be automatically stopped when they reach the proper limit of their movement necessary to lift the automobile from the floor. I have shown one arrangement of electrically securing this result, the circuits being shown diagrammatically in Figs. 20 to 24 inclusive. In this construction the solenoidsand 98 are controlled by the push'buttons 128 and 129. I prefer to provide an automatic push button arrangement, one form of which is shown in Fig. 24. In this construction the push button 128 is connected by the bar 130 with the cores 131 and 132 of the solenoids 133 and134. These cores are adaptedto cooperate with electrical contacts 135 ancl'136. By means of the push buttons these cores are pushed into contact directions. I This is the postion of these levwith electrical contacts 135 and 136 and this completes the circuit through the solenoids 86 and 133 and 134. The solenoids 133 and 134 then hold these cores in their circuit come pleting positions. When the solenoids are deenergizedthe cores are retracted by the springs 137 and 138.

The push button 129 for controlling the solenoids 98 and the clutch which causes-the wheel engaging parts 50 to bemovedout is arranged in a manner similar to the push button 128. It is connected with the bar 139 (see Fig. 20) which bar is pivotally connected with the cores 140 and 141 of'the solenoids 142 and 143, the movement of the cores of which connects the contacts 144 and 145.

Referring now to the circuits for the solenoids 86 (see Figs. 20 to 23) and starting from the source of electric supply 147, this source ofelectric supply is connected by a conductor 148 which leads to the point 149 where it divides, one branch 150 going to one solenoid 86 and the other branch 151 leading to the other solenoid 86 at the same end of the truck. A conductor 152 leads from this solenoid and joins with a conductor 153 leading from the first mentioned solenoid and which is connected with aswitch 154 which in this instance is shown diagrammatically as a pivoted arm. This-switch cooperates with contacts 155 and 156 which are connected together by a conductor 157, said conductor being connected bya conductor 158 with one of

Images