US1272124A - Belt attachment for motor-vehicles. - Google Patents

Description

W. SCH'LUTER.

BELT ATTACHMENT FOR MOTOR VEHICLES- APPLICATION FILED AUG. 7, IBM.

1 ,272, 1 3%., Patented July 9, 1918.

INVENTOR ATTO R N EY WILLIAM SCHLUTER, OF PARKERSBURG, IOWA, ASSIGNOR TO PARKERSBUBG MANU- FACTURING COMPANY, OF PARKERSIBURG, IOWA, A CORPORATION OF IOWA.

BELT ATTACHMENT FOR MOTOR-VEHICLES.

Specification of Letters Patent.

Patented July 9, 191a.

ApplicationQfiled August 7, 1917. Serial No. 184,917.

To all whom it may concern:

Be it known that I, WILLIAM SCHLUTER, a citizen of the United States, residing at Parkersburg, in the county of Butler and State of Iowa, have invented a new and useful Belt Attachment for Motor-Vehicles, of which the following is a specification.

The invention relates to an attachment for motor vehicles, and more particularly to the class of belt attachments for utilizing 'the power of the driving motor of the vehicle, to drive various stationary machinery, farming devices, or the like.

It is an improvement on the construction shown, described and claimed in my former Patent, No. 1,238,946, dated September 4, 1917. e

The primary object of the invention is the provision of an attachment of this character, wherein the coupling heads for the motor shaft of the vehicle and the driving shaft of said attachment are novel in form to assure the coupling of said shafts together with despatch, and on the removal of the attachment, the coupling head on the motor shaft will receive a crank which is of special construction to permit the cranking of the motor.

Another object of the invention is the provision of an attachment of this character, wherein the motor shaft of the vehicle and the driving shaft of said attachment are coupled in a novel and unique manner, so that the attachment can be readily removed and the cranking of the motor effected, when the occasion requires.

A further object of the'invention is the provision of an attachment of this character which is simple, strong and durable in construction, thoroughly reliable and efiective in its purpose, readily and easily handled, possessing relatively few parts, and may be economically manufactured.

The above and other objects and advan-' tages of this invention will be more particularly brought out in the following specific disclosure of the present preferred embodiment of this invention, the same being illustrated in the accompanying drawing, where- 1n:-

Figure 1 is a fragmentary side elevation of a motor vehicle with parts thereof broken away showing the attachment constructed in accordance with the invention applied, the attachment being shown partly in section.

Fig. 2 is a to plan view of the attachment, parts of tie vehicle being shown in section.

Fig. 3 is a transverse sectional 1 view through the attachment on the line 33 of Fig. 2, looking in the direction of the arrow, said attachment being removed vehicle.

Fig. 4 is a transverse sectional view through the rear end of the attachment on the line 4-4 of Fig. 2, looking in the direction of the arrow, and showing the rest or bridge piece for supporting the inner end of the attachment.

Fig 5, is a fragmentary vertical longi tudinal sectional view showing the coupling heads together with the stub and driving shafts of the attachment.

Fig. 6 is a detail perspective view of one of the coupling heads.

Fig. 7 is a detail perspective view of the other coupling head.

Fig. 8 is a fragmentary side elevation partly in section showing the hand crank engaged with the coupling head of the stub shaft.

Fig. 9 is a sectional view on the line 99 of Fig. 8, looking in the direction of the arrow.

Fig. 10 is a fragmentary perspective view of the hand crank.

Similar reference characters indicate corresponding parts throughout the severalviews in the drawing.

Referring to this drawing, the attachment is disclosed as applied to a motor vehicle, of that type known as the Ford,

although it is to be understood that by slight modification the attachment may be applied to other motor vehicles of the same general construction.

. The motor vehicle shown has an axle A, a motor indicated generally by B and a front frame bar 0 which is joined to the axle A by the transverse semi-elliptical sprin D as usual. Thefront frame bar C is arc ed downwardly at its middle portion, as usual. The motor B has a crank shaft 10 upon which is mounted a fan pulley 11,

from the a the latter comprising one member of a clutch usually employed for interlocking engagement of the usual cranking handle, not shown.

The axle A has near its ends vertically extending bolts 12 secured to the forward ends of the radius rods 13 which extend rearwardly and are secured at their rear ends .beneath the motor B in the usual manner.

The bolts 12 project below the axle A in the usual manner as shown in Fig. 1 of the drawin The elt attachment comprises a stub shaft 14 which is relatively short, provided with a clutch member 15 for coiiperatlon with the clutch member of the pulley 11 and adapted to be driven by the latter. The

-stub shaft 14 projects forwardly through a bearing 15 mounted on the intermediate portion on the front frame bar C, and in this bearing 15 is a shouldered bushing 16 which surrounds the stub shaft 14 and the vides meansfor connecting the attachment to the motor. 7 A pair of spaced apart bars 18 are adapted for engagement beneaththe forward end of the vehicle. These bars 18 are held in spaced apart relation at their rear ends by a bridge piece or rest 19 having its ends beyond-the at a slight angle, as

bars turned forwardly shown to advantage in Fig. 4 to conform to and fit against the under side of the casing of the motor B to avoid lateral displacement of the inner end of the attachment.

The intermediate portions of the bars 18'- are adapted to bear against the under side of the spring D at the opposite sides of the bearing 15, and upon these bars are secured anchoring arms or clips 20 which are secured at their forward ends by the bolts 21 or the like, the arms or clips being offset upwardly from the bars 18 for engagement over the upper face of the front frame bar C on the mounting of the attachment upon the vehicle.

Adjusting bolts 22 connect the intermediate portions of the arms or clips 20 to the bars 18 rearwardly of the bolts 21, to adjust the arms or clips toward and from the bars and provide for a snu engagement of the attachment about the mine bar C and the spring D. The arms or clips 20 support the forward ends of the bars 18, and as the bridge piece 19 rests against the under side for the cranking of the engine.

of the motor B the bars 18 which constitute the frame of the attachment are held in substantially a horizontal position.

The outer ends of the bars 18 are preferably offset upwardly and are held in spaced relation by a transversely extending bearing block 23 preferably of the usual split or two-part form, the arts being held together by clamping olts 24. A driving shaft 25- is journaled in this bearing block 23 and extends longitudinally of the motor vehicle, the uppermost part of the block being formed with an oil receiving cavity 26 from which leads a hole 27 to permit oil to flow to the shaft 25 for lubricating the same interiorlyof the bearing or block.

()n the outer end of the drive shaft 25 is a suitable drive pulley 28 which is fastened thereto beyond the bearing block 23, and, as shown in Figs. 1 and 2 of the drawing, is spaced forwardly from the vehicle to an extent sufiicient to clear the front wheels of the vehicle and admit the application of a belt to the pulley for driving stationary machinery or the like. The forward extremity of the drive shaft 25 beyond the pulley 28 p is preferably provided with a diametrically extending pin 29 adapted to be engaged by the socket in'the inner end of the ordinary crank handle for the purpose of starting or cranking the motor B. However, the motor B maybe started without the use of the crank handle and this is done by turning the. belt pulley 28 thereby dispensing with the use of the ordinary cranking handle when the attachment is upon the vehicle.

On the inner end of the drive shaft 25. is fixed a cylindrical coupling head 30 which is formed with diametrically opposed notches 31 to provide the opposed lugs 32, while centrally of the head .30 is a circular recess 33 for receiving the forward end 34 of the stub shaft 14 which has fixed thereon a companion coupling head 35 formed with diametrically opposed notches 36 for receiving lugs 32 of said head 30, and providing opposed lugs 37'to engage in the notches 31 in said head 30,-so that in this manner the heads 39 and 35 are interlocked with each other andcan be readily separated on the removal of the attachment from the vehicle.

The coupling heads 30 and 35 connect the drive shaft 25 with the stub shaft 14 as is clearly shown in Figs. 1, 2 and 5 of the drawings.

Quickly detachable stay rods are employed for holding the attachment against the forward end of the vehicle.

Each stay rod comprises a swivel section 38 and a hook section 39. The swivel section 38 is threaded at one end and slidablv engaged through a strap or loop 40, the latter being) secured to the outer stepped end of the e passes through the loop 40, the end of the aring block 23 by a bolt 41 which snares bearing block 23 and through the frame bar to hold allof'these in assembled relation.

adjacent members The hook or free section 39 of each sta 4 rod is-overturned at its free end to provi e a hook 42 for engagement with the axle A,

t preferably outwardly of the radius rod bolts 12, the latter engaging the rod sections 39 and holding them from slidin inwardly toward each other along the ax e. The inner adjacent ends of the rod sections 38 and 39 are pivoted in spaced apart relation to one,

end of a contracting lever 43 as shown to advantage in Figs. 1 and 3 of the drawings. This lever 43, is adapted to be swung from the open position, shown in Fig. 3, to the closed position, shown in Figs. 1 and 2, to

draw the rod sections 38 and 39 toward each other longitudinally, and overlap the pivoted ends of the same to contract the stay rods andibind the hooks thereof upon the axle.

A locking lip 44 is carried on the lever 43 and is curved for engagement, when the stay rod is contracted, about the hook section 39 to hold the rod in overturned position. An adjusting nut 45 is threaded upon the end of the section 38 within the strap or loop 37 to longitudinally adjust the rod section 38 upon the loop.

Preferably, the hook section 39 of the stay rod is arched downwardly near its pivoted end to admit of the complete overturning of the locking lever 43 for the securing of the attachment to the vehicle.

In Figs. 8, 9 and 10 there is shown a portion of a crank handle, which comprises the crank arm 46 having formed at one end and projecting from one side thereof a hollow boss or lug 47 which is adapted to fit within the head 35 and receive the end 34 of the stub shaft, when the attachment is removed from the vehicle. Mounted in the arm close to the hollow boss or lug 47 is a beveled tooth or projection 48 which is adapted to engagein either notch 36 in the head 35 to positively lock therewith on the turning of the crank arm 46 in one direction so that when manually actuated the engine shaft 10 through the stub shaft 14 can be turned for the starting or cranking of the engine B, the beveled portion of the tooth or projection 48 being provided for the ratchet action of the cranking arm 46 to allow the tooth or projection to ride over the lugs 37 of the head on reversely turning the crank arm, which is usually necessary in the cranking of the engine. The crank arm 48 carries a handle 49 for the manual turnin of the crank arm.

In 14 is shown permanently mounted on the front of the vehicle, and when the attachment is to be applied, the bars 18 are merely inserted beneath the spring D and slid inig. 2 of the drawings the stub shaft wardly therebeneath until the anchoring arms 20 engage over the frame bar C of the vehicle, the inward movement of the attachment being limited by the engagement of the coupling heads '30 and 35 and the adjusting bolts 22 against the front of the frame bar C.

The'rest 19 bears against the under side of the motor B to support the attachment frgm tilting downwardly at its forward en o The stay rods are now extended or opened as shown at Fig. 3 and the hooks 42 thereof are engaged. about the axle A.

The contracting or locking levers 43 are now swung over to overlap the pivoted ends of therod sections 38 and 39, and are secured in such position by engagement of the locking lips 44 about the hook sections 39. These levers 43 draw the attachment rearwardly' against the vehicle and hold the heads'30 and 35 connected With each other for connecting the stub shaft 14 and the drive shaft 25 and also bind the arms 20 and the bars 18 in position. 4

The motor may now be started by the usual crank handle or by turning the drive pulley 28 and the speed of the shaft 25 is under the control of the throttle of the engine. v

On the removal of the attachment'the crank arm 46 is used for cranking the engine B for the starting thereof in the use of the vehicle in the ordinary manner.

From the foregoing it is thought that the construction and manner of operation of the attachment will be clearly understood and therefore a more extended explanation has been omitted.

-What is claimed is 1. In a belt attachment for motor vehicles, the combination of a motor having a crank shaft, a stub shaft mounted on the vehicle and engaged with the crank shaft, a driv ing shaft detachably supported upon the vehicle, coupling heads on the stub and driving shafts and having diametrically opposed notches for the interlocking engagement of said heads, one of the shafts being adapted to extend through the coupling heag thereon and within the other coupling hea 2. In a belt attachment for motor vehicles, the combination of a motor shaft, a stub shaft mounted upon the vehicle and connected with the motor shaft, a driving shaft detachably supported on the vehicle, coupling heads fixed to the stub and driving shafts and detachably interlocked with each other, a crank handle formed with an arm having a hollow boss for enga .ement in the coupling head on the stub sha tiand also having a beveled tooth for ratchet engagement with said coupling head on the detachment of the other coupling head.

3. The combination with a pair of shafts, of sleevelike coupling heads mounted on the adjacent ends of said shafts and having I interlocking .diate portions of the bars for engagement diametrically opposed notches for the interlocking engagement of the heads, one of the shafts being extended within the head thereon, and a crank handle having an arm provided with a hollow boss for telescopic engagement on the extended end of the shaft and to be received in the head thereon and also having a beveled tooth for ratchet action upon the head when the other head is detached.

4. The combination with a motor vehicle having a crank shaft thereon, of a stub shaft mounted on the vehicle and having engagement with the cran shaft, a pair of spaced bars adapted to extend .beneath the front transverse spring of the vehicle, means secured to the intermeover the front transverse bar of the vehicle frame to suspend said bars, a bearing mounted on the outer ends of the bars,'a drive shaft in the bearing adapted for engagement with said stub shaft, detachable means carried by the outer ends of the bars for engagement with the axle of the vehicle to draw the outer ends of the bars downwardly and bind the arms against the frame, and diametrically notched coupling heads on the stub and drive shafts for the detachable connection thereof.

5. A belt attachment for motor vehicles comprising a pair of spaced bars adapted to extend beneath the front transverse spring of the vehicle, means secured to the intermediate portions of the bars for engagement with the front transverse bar of the vehicle frame to suspend said bars, a bearing mounted on the outer ends of the bars, a drive shaft journaled in the bearing, a stub shaft permanently journaled upon the front transverse bar of the vehicle frame and connected with the crank shaft of the motor of said vehicle, sleeve like coupling heads on the stub and drive shafts and I adapted for interlocking engagement with each other, the stub shaft being projected into the head thereon for detachable en-' gagement in the other head, and a cranking arm having a hollow boss'Qaand a tooth,

whereby on disengaging the drive shaft from the stub shaft the hollow boss will fit on the stub shaft within the head for the locking engagement of the tooth of the whereby when the shafts are separated, the

head ofthe stub shaft provides means for connecting a crank handle thereto.

7. In combination with a motor vehicle having a crank shaft, with the usual crank handle socket thereon, a stub shaft permanently journaled upon the frame of the vehicle in line with the crank shaft, engaging at one end in said socket and havin its outer end projecting beyond the ve icle frame, a supporting frame arranged in a plane beneath the stub shaft and extending forwardly from the vehicle, a bearing on said frame, a drive shaft journaled in the bearing, sleeve like heads on the stub and drive shafts respectively and having .diametrically opposed notches for interlocking engagement with each other, the head on the stub shaft being constructed for the pro jection of the end of said shaft into the other head, and means for detachably mounting frame on the frame of the said supportin Ey upon the removal of the vehicle, where frame with the drive shaft carried thereby,

H. W. WILHELM, J. V. GnEcoRY.

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