US1080035A - Wagon. - Google Patents

Description

J] m a a u E. M. WHEELOGK.

WAGON.

7 APPLICATION FILED JAILZI, 1913. 1,080,035.

firm??? fan Edam/r7 JfWer/ac- By Ii 5/3 .iF/armsy 71 271766563: flfa EDWIN MHWHEELOCK, OF WINONA, MINNESQTA.

WAGON.

Specification of Letters Patent. Application filed January 21, 1913. Serial No. 748,261.

Patented neea, iota,

To all whom it may concern:

- Be it known that I, EDWIN M. WHEELOGK, a citizen of the United States, residing at WVinona, in the county of Winona and State of Minnesota, have invented certain new and useful Improvements in Wagons, of which the following is a specification.

My invention relates to wagons and particularly to the draft and steering mechanisms of wagons.

It is the object of my. invention to providedraft means which shall operate directly upon the center bar orreach of the wagon and at the same time will exercise control upon' the wheels of the wagon to cause the same to be guidedin going around curves so that the front and rear wheels of the wagon will follow in a'single track.

The full objects and advantages of my invention will appear in connection with the detailed description thereof and are particularly pointed out in. the claims.

In the drawings',-illustrating the applica tion of my invention in one form, Figure 1 is a plan view of a wagonhaving my improvements applied thereto. Fig.12 is anenlarged sectional View on line 2.--2 of Fig. 1. Figs.- 3 and 4 aredetail views. Fig. 5

is a diagram showing the relative position.

of parts as a train of wagons passes around a curve; y 1 y The front andrear portions of my wagon structure are identical. in' Fig. 2 therefore which are taken from the left of the wagon shown in Fig; 1 are exactly the same asthe similar parts at the right thereof. The box of the wagon is indicated diagrammatically-by the numeral 10 and is supported by a central reach 11 which may be of T-iron and channel beams 12 and 13 to which the reach 11 and the box 10 are securely bolted. At each end of the reach 11 is secured'a member 13 of the form shown in Fig. 4, which comprises the bifurcated-- end portion 14 straddling the flange ofthe T-member 11 and secured thereto bymeans of bolts 15, as clearly indicated in Fig. 2.,

The member 13 is provided with a forwardly extended round shank 16 in which is a hole 17 extending at right angles to a plane passing through fork 14. The front and rear axles 18 and 19 preferably consist of channel beams andare supported upon the extended portions 16 of members 13.-

This is accomplished by means of a bearing member 20 through which the extension 16 The parts shown tal I clevis 34 has therein a transverse aperture protrudes, said bearing member) being formed upon a plate2 1- bolted to the backof channel beams 18. Links 22 and 23 are shown securing the ends of crossbar 13 to the axle 19. for holding the box 10in hori-' crossbar 13 at one side of the box 10- be omitted and the box secured directly to the axle 18. The links 22 and 23, however, being interchangeable, make it practicable to use either axle 18 or 19 as the oscillable axle when both axles have the connection to the box and reach above described and shown specifically in Fig. 2. Upon the ends of axle members 18 and 19 are journaled upon vertical pivots 24 short axle sections 25 having thereon carrying wheels 26. Extending downwardly from said axle sections 25 are arms 27 pivotally connected by means of links 28, as clearly shown in Figs. 1 and 2. At one side only of axles 18 and 19 the sections 25 are provided with additional arms 29 falling vertically above the arms 27 for a purpose later to be given.

As above stated, the pin-like extension of member 13 is'provided with an aperture 17. A plate 30 is secured to the top of channel 12 having therein an aperture overlying the aperture 17 A bolt 31'extends through the aperture in plate 30 and in pin 16 and also through apertures in arms 32 and 33 on a clevis-like member [34,thus, securing said member 34 for oscillation in a horizonplane to the pin 16 and plate 30. The

35 positioned. about in line with pin 16. A short tongue or drawbar 36 is secured for oscillation in a vertical plane to said clevis 34 by means of a bolt 37 extending through the bifurcated end of said 'drawbar and through aperture 35 in the clevis 34. The drawbar 36 therefore is free to oscillate in avertical plane upon the clevis 34 and to oscillate in a horizontal plane with the clevis 34 about the pin 31. The pull on the drawbar 36 will prmcipally be transmittml inc , 26 connected thereto.

' Upon the clevis 34 and extending in oppositedirection from arm 32 is an arm 38. A link 39 is pivotally connected at 40'to the end of arm 29 and is connected with arm 38 by'means of a bolt 41. having an enlarged portion 42 journaled in link 39 and a smaller portion 43 extending through a slot '44 in arm 38 which slot'will be curved in the arc of a circle having its center at 40. By

means of a'nut 45, as clearly shown in Fig. 3, the bolt 41 may be locked in any desired position along the slot 44.

The above indicated mechanism operates in the following manner When the drawbar 36 is oscillated in a horizontal plane 'it car- 'ries with. it the clevis 34 and of course the arm 38 oscillating upon the pin 31. When the bolt 41 is set eut from the bolt 31 a distance equal to the distance between point of. attachment 40 with link 39 and vertical 1 axes 24 of wheel carrying axles 25, any

lateral movement of drawbar 36 angularly. with respect to the-axial center 31 of said [movement will effect a corresponding angular movement of arms 29 and carrying wheels 26., If, however, the bolt 41 is se- 35 cured-in slot 44 at a point nearer the center of oscillation 31 of drawbar 36, the angular movement of arms 27 and wheels 26 will be less than the angular movement of drawbar 36 in pro ortion to the extent to which etween bolt 41 and vertical the distance pivot 31 is less'than the distance between vertical pivot points 24 and 40. As shown in. Fig. 5, eachof the drawbars connected wlth the front axles 18 has the link. 39'set thereon so that the angular movement in ;a horizontal plane of the drawbar 36 and wheels 26 will be the same.

Each of the drawbars 36 extending from the rear axles 18, however, has the link 39 set on arm 38 closer to vertical pivot pin 31 so that the angular movement of wheels 26 will be less than that of the rear drawbars 36. As is well known, when a four-wheeled vehicle as usually constructed (that is with the front wheels only oscillating relative to the body of the vehicle) is driven around a curve thew front and rear wheels do not track. This.

is because the curve made by the front wheels is immediately transmitted to the body of the vehicle, and the rear wheels being rigid thereon are turned by the swinging of said body to such an extent as to throw the track of the rear wheels inside of the track of the front wheels.

In the practice'of my invention the drawspect to the front-wheels.

.ment' effected by the front wheels.

piece 0 where they receive the load and. then by bars 36 connected with front and rear axles 18 and 19, respectively, are coupled together and; all of the sets of wheels 26 are controlled angularly by such drawbars. The front drawbar will, as above indicated,.constrain the front wheels to move. angularly in uni- 'son therewith and the extent of movement of such front drawbars determines the curve described by vehicles The rear drawbar of the first wa ofi of a train is connected to the front draw ar of the succeeding wagon.

The draft of the engine or other means pulling the wagon will cause these pairs of drawbars to fall in a straight line, the relative angularity of the rear drawbar' with respect to the rear wheels being in reverse order to that of the front drawbar with re- This will turn the rear wheels out and the front Wheels in.

If the degree of turnin were the same for the rear wheels as for t e front wheels they would be drawn out too far since the swing of the wagon body on the rear wheels effects an excess of turnlng movement on said rear wheels'not equal to the full turn ng mogethe adjusting means provided, that is,

the connection of link .39 through elongated slot 44 with arm 38, the extent of outward turning of the rear wheels jmay be regulated relative to the inward turning of the front wheels so that the rear wheels will exactly track with the front 'wheels. This relative turning action is transmitted inv the same proportion for the front and rear wheels of each of the wagons of the train, so that all of the wheels at one side of the complete train of wagons will follow in the same track.

The rear wheels26 of the last wagon of the train may, by means of arem'ovable link '46 extending from crossbar 12 to' arm 28, be held locked against oscillating movement. on axlebeam 19. It will thus be seen that the above wagons are absolutely reversible. The em ty wagons may be drawn over a f road in one direction to a point shifting the links 39- of the different wagons relatively and connecting the link 46 at the rear of thewa on which runs last the train is immediate yprepared for reverse movement. The engine can then be attached and the loaded train of wagons drawn in reverse direction when the wheels thereof will track perfectly. The importance of the form of connection by which the draft from one vehicle to another passes directly through the central reach will be apparent when it is considered that the draft on the frontdrawba'rand reach is equal to the force required to move the entire train of- The line of draft through the train is therefore always directly-in an approximate 'arc comprising the connected wagons.

drawbars and the intermediate reaches extending centrally along the bottoms of the wagons. No draft strain is exerted upon the axles of any of the wagons, which operate as supporting members for the carrying wheels solely.

I claim:

1. A wagon comprising a central reach, a box rigidly secured thereto, an axle, a member fast on the reach upon which the axle is supported for oscillation in a vertical plane, and a drawbar having direct connection with said member.

2. A wagon comprising a central reach, a crossbar secured to the reach, a box rigidly secured to the crossbar and the reach, an axle, a member fast on the reach upon which the axle is supported for oscillation in a vertical plane, and a drawbar pivotally connected with said member and with the crossbar.

3. A wagon comprising a central reach, a box rigidly secured 'thereto, a bifurcated member straddling the end of the reach and rigidly bolted thereto, said member comprising a cylindrical pin extended in line with the reach, an axle supported for oscillation in a vertical plane on said pin, and a drawbar pivotallv connected with said cylindrical pin.

4. A wagon comprising a central reach, a crossbar secured to the reach, a box rigidly secured to the-crossbar andthe reach, a cylindrical supporting pin secured to and in line with the reach, an axle supportedfor oscillation in a vertical plane upon said supporting pin, a plate forwardly extended from a crossbar above the pin, said plate and pin being provided with alinedvertical apertures, a clevis having the pin thereofpassing through said apertures, and a drawbar connected for oscillation in a vertical plane with the clevis at a point approximately in line with the reach.

5. A wagon comprising a box and front and rear axles for supporting, the same, said axles being held from oscillation in a horizontal plane, short axle sections secured by vertical pivots to the ends of each of said axles,wheels on said axle sections, means connecting the front and rear pairs of axle sections to cause them to move in unison, front and rear drawbars mounted for oscillation-in a horizontalplane, means connecttendin ing each drawbar with the adjacent axle sections so that oscillation of the drawbar will oscillate the axle sections, and means for adjusting said connecting means to vary the extent of oscillation of said axle sections relative to that of the drawbar.

6. A wagon comprising a box and front and rear axles for supporting the same, said axles being held from oscillation in a horizontal plane, shortaxle sections secured by vertical pivots to the ends of each of said axles, Wheels on said axle sections, means connecting the front and rear pairs of axle sections to cause them to move in unison, front and rear drawbars mounted for oscillation in a horizontal plane, an arm on one of each pair of said axle sections, an arm for each drawbar connected .to move therewith in a horizontal plane, a link connecting the respective pairs of arms, and means for adjusting the points of connection oftsaid links with the last named arms to vary the extent of oscillation of the axle sections relative to that of the corresponding drawbar.

7. A wagon comprising a central reach, a box rigidly secured thereto, an axle, a supporting pm fast on the reach upon which the axle is supported for oscillation in a vertical plane only, axle sections secured by vertical pivots to the end of said axle, wheels on said axle sections, means connecting the axle sections to cause them to move in unison, a clevis connected to said supporting pin for movement about a vertical axis, a drawbar connected with said clevis so that lateral movement of the drawbar will move the clevis about the said vertical axis, an arm on one of the axle sections, a link pivoted to the end of said arm, an arm on the clevis having a slot curved in the arc of a circle having its center at the point of pivotal connection of said link, and means exthrough said slot for securing the link pivotally to the clevis arm at any desired point along the slot to vary the extent ,of oscillation of said axle sections relative to that of the drawbar.

In testimony whereof I aflix my signature in presence of two witnesses.

EDWIN M. WHEELOCK. Witnesses:

F. A. WHITELEY, H. A. Bowman.

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