US1972285A - Process and apparatus for bending axles - Google Patents

Description

Sept. 4, 1934; w c. c. BENNETT PROCESS AND APPARATUS FOR BENDING AXLES Filed June 22, 1931 '7 Sheets-Sheet l M n w C/aude 656mm Sept 4- c. c. BENNETT 1,972,285

PROCESS AND APPARATUS FOR BENDING AXLES 7 SheetsSheet 2 Filed June' 22, 1931 C lduaeCBmnell Sept. 4, 1934. c. c. BENNETT PROCESS AND APPARATUS FOR BENDING AXLES Filed June 22. 1951 7 Sheets-Sheet s Sept. 4, 1934; c. c. BENNETT PROCESS AND APPARATUS FOR BENDING AXLES Filed June 22. I931 '1 Sheets-Sheet 4 ClaudeCBezmZ l Se t. 4, 1934. c. c. BENNETT PROCESS AND APPARATUS FOR BENDING AXLES Filed June 22. 1931 7 Sheets-Sheet 5 gwmmto'a (701.10% CBelznezl 32,11 m r W,

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PROCESS AND APPARATUS FOR EENDING AXLES Filed June 22, 1931. 7 Sheets-Sheet 6 4 25 ijj 'jn '\W .\.\I l 46 b Sept. 4, 1934. c. c. BENNETT 1,972,285

PROCESS AND APPARATUS FOR BENDING AXLES Filed June 22. 1931 .7 Sheets-Sheet v .9 K C3 292 A 29 57 62 T 2,? J 9 6 s i 62 C U 6 C2 60 5 0 23 5 250 "f1 .15 ,6 5 cs ,2, /5 a B 50 5 57 62 22 A 22 a c: 62 63 f L. 65

u r mo)! gmwnto'c Claude 615 mm Patented Sept. 4, 1934 PATENT OFFICE PROCESS ANDAPPARA'IUS FOR BENDING AXLES,

Claude 0. Bennett, Seattle, Wasln, asslgnor to A. E. Feragcn, Inc., Seattle, Wash, a corporation of Washington Application June 22, 1931, Serial No. 546,086

19 Claims.

My invention relates to the art of automobile wheel alignment, and more especially to the bending and gauging of front axles to bring the steering wheels to be mounted thereon into proper alignment. My invention is concerned'both with the method of bringing about proper alignment, and with apparatus whereby the necessary operations can be performed.

By means of various known indicators and gauges, it may be determinedwhen the parts of a steering system, particularly the axle, spindle, and king pin, are out of alignment, and by how much, without removing the axle from the car. By careful measurements misalignment of steerings arms can be discovered. By the use of such devices, the owner of the car may be convinced that parts are not in proper alignment, but in order to correct all but the most simple cases of misalignment, it becomes necessary to remove the axle from the car, andit has always been considered necessary to remove from the axle the various steering arms, spindles and the like. Not

only is their removal and replacement a job which requires some little time and effort, but with the spindle removed it is only possible to check its alignment .flative to the axle, and the consequent alignmentl-aof the wheel, indirectly,

by checking uponthe'king-pin hole, by means of which the spindle is supported and pivoted.

In the final analysis, the wheels rotate upon the spindles, hence, it is the spindles themselves which must be in accurate alignment. By methods and with apparatus heretofore in use, it has come to be the custom to assume that the spindle is properly aligned if the king pin hole, wherein is received the king pinwhich supports the spindle body, is properly aligned. This, however, is not a valid assumption, and may lead to a false conclusion. The king pin may be bent somewhat; the spindle may be bent relative to its supporting body; the post inserted in the king pin hole, for use as the base from which measurements are made, may be bent, or may not be precisely centered'in the hole. Any or all of these factors may introduce an error, which, though small, is serious because the angular magnitudes involved are very small. By the present process and with the present apparatus, such errors can be eliminated.

It has not been found convenient with appara tus heretofore in use (nor was any useful purpose served), to accomplish bending operations upon an axle with any accessory devices, such as the spindle body, the brake drums, the steering arms and the like, attached to the axle, but I have worked out a process whereby this can not only be accomplished, but greater accuracy results By this process, and with the apparatus'which forms a part of the present invention, these can all be left in place, thus eliminating the work necessary first to remove them and then to replace them, and in addition, contributing markedly to the accuracy of the process, as has been indicated above.

The object of my invention, then, is to provide a method, and an apparatus for carrying out the same, whereby axles may be bent to return parts to proper alignment more accurately because the spindle bodies are left in place, and more expeditiously and cheaply because ofthe increased accuracy, and because it is not necessary to remove such parts from the axle.

Referring more particularly to the apparatus, it is afurther object to provide apparatus of this character and-for the purpose indicated which shall be simple and sturdy in construction, and easily operated, and in which the axle can be handled and automatically set up and exactly positioned for a variety of bending and gauging operations to be performed thereon, and by means of which the axle can be handled and straightened without theremoval of accessory parts therefrom.

It is also an object to provide devices by means of which determination of proper alignment can be made while the bending operations are being performed upon the axle, so that the work can be checked as it' progresses, all the while retaining the axle in the position in which it is set, during all the bending and gauging operations.

It is also an object to provide a device of this character which will enable the operator to work with the least lifting and handling of heavy parts, especially heavy hydraulic jacks for holding, clamping and bending the axle.

Apparatus embodying my invention is shown in a number of forms in the accompanying drawings, as at present preferred by me, and is further described in this specification and more particularly pointed out by the claims: which define the principles of my invention, and certain mechanical forms wherein these principles are embodied.

Figure 1 is a perspective view of a simple form of my device, showing an axlein place thereon and a gauging operation being carried out.

Figure 2 is a plan view, and Figure 3 is a side elevation of my device, operating to bend an axle.

Figure 4 is a side elevationof an end of my device,'showing a difierent type of bending operation being carried out upon an axle.

Figure 5 is a side elevation of an end of my device, showing a gauging operation being carried out, and Figure 6 Ba plan view of the end of the axle and'the gaugeassociated therewith for the same operation as. is illustrated in Figure ation as is'shown' in Figures 2 and 3.

Figure 101s a front elevation, with partsbroken away, showing'a modified form of mydevice with an axle in place;-and Figure 11 is a cross section therethrough.

I Figure 12 is a perspective view, and Figure 13 a plan view of a further gaugingoperatio'n being performedwith this device.

Essentially, the apparatus consists of a bed frame, from which the bending operations may be carried out, .vises or' holding means upon the bed frame, by means of which the axle can .be held elevated above the bed plate and held rigidly with respect thereto, in an accurately predetermined position relative to certain gauging devices, means in the nature either of portable jacks,

or jack-controlled levers with spacer bars extending between these levers and theaxle, certain thereof being intended for bending the axle and others forresisting the bending at points where it is not desired to bend the axle, but where the reaction of the bending effect might cause a bend, and devices for accurately gauging an axle which is held in the predetermined position, or the parts which are mounted thereon.

course, vary considerably, and the bed frame, generally designated 1, is shown in the accompanying drawings as composed of two central channels 10 and other channels 11, of somewhat less depth than the channels 10, all being secured together by spacer members 12 at the ends of the channels and by end frames 13 which connect and support the elements forming the bed frame.

7 Bed plates 18 may be used or not, as preferred (Figure 12). I The parts thus assembled leave channels such as the central channel 14,'through which bolts 20 may be passed, to secure bases 2, in which .they are secured, to the bed frame 1, clamping nuts 21 of any convenient form being employed for this purpose.

Supported upon the bases .2 are the vises or axle-clamping means. Preferably, a fixed uppe jaw 22 is formed integrally with the base 2, being supported at a distance thereabove by a standard 23 disposed atthe rear side of the base. Pivotedat 24 upon the standard 23, below the fixed jaw 22, is agmovable jaw 25,'which cooperates with the fixed jaw 22- to hold an axle A between them. The jaw 25 is moved toward the-fixed jaw 22 by such me s as a hydraulic jack 3 resting upon the base 2 and engaging the outer end of the movable jaw'25. The spacing between the two jaws is so designed that it will hold anaxle at a given level, and in a given line, so that it may properly cooperate with gauging devices hereafter to be described. Index marks 22' cooperate with like marks upon the axle, to insure that'it is straight in the vise, or the positioning of the axle may be accomplished by employing a V recess in the jaw 25, or preferably, by receiving a bearing block 26 (Figure 9) in this recess. It is also possible to vary the height of the pivot pins 24, for axles of different heights, bydisposing the pivot pin 24 in any one of several holes the standard, as may be observed in 9 and 1 1. In instances where there is a severe .upward stress upon the fixed jaw 22, this can be reinforced by a clevis 39 passed over the outer end of the fixed jaw 22 and extending downwardly to a point where apertures in its lower end .are in registry with 'aperturesin the standard 23, whereby a retaining pin 38 (see Figure 4) may hold. the clevis down.

Such a situation is illustrated in Figure 4, wherein Itwo bending jacks,ydesignated30 and 31 to distinguish. them, press upward againstthe' under side of the, axle close to one-of the clamping devices. v I' Figure 4 illustrates how anaxle may be bent. by pressure exerted directly upwardlyfrom the bed frame 1 against the axle. In this instance, the jack 31 is bending the outer 'end of an axle in an upward direction, and the jack 30 is resisting any tendency to bend the'axle in thecenter. While the bending in the illustration is in an upward direction, the axle in this figure is inverted, so that the outer end thereof is actually being bent downwardly, that is, in

such a way as to increase the camber of the accomplished, "either by turning the axle'upon its side and proceeding in the manner illus-.

trated in Figure '4, or by employing 15 which hook over the edges of the outer channel members 11, as may be seenin Figure 9, and which extend thenceacross the bed frame and upwardly to form a resisting element for bending or holding jacks, illustrated at 32 and 33 (Figures I 2, 3 and 9). The mechanical form of the apparatus may, of

According to my process, the axle is removed from the car; it has been found convenient around them,'but if the operator prefers they 1% can, be 1 ft in] place, and the gauging 'done from the w l or spindle. In cars with demountable wheels, for instance, .the ,wheel only might be removed. It will never be found inconvenient, however, to leave the spindle, the brake shoes-the brake arms, the steering the king pin, and all such devices in place. An axle so prepared is illustrated in Figure 1, and B designates the brake shoes, C and C the steering arms, and C the arm to which the drag. link is connected. A brake cam lever is illustrated at D, the spindle at S and the king pin at K. Now this axle is placedin the jaws of the vises, these fitting at about thelocation of the spring perch or pad. This spring pe is The first consideration is to make certain that n the two spring perches are-in the same plane 40 and properly aligned in suchplane, and that the axle between them is ,straight. If the axle, between the perches, is bent, the perches will be out of alignment, and-usually this can be detected through failure of both perches to bear fully and fairly against the inner side of the fixed jaws 22. Deviation of the axle from a straight line, between the perches, can be determined by comparison of the axle, held by the jaws 25 against the jaws 22, with a straight- 15o .surfaceot the fixed jaw 22.

edge E, supported upon finished surfaces 28 or 29 upon the standards. The comparison may be purely visual, or may include measurement or gauging with a contact gauge. Assuming the perches to be out of alignment, one or the other is held between the jaws 22 and 25, and the axle is bent o twisted between the perches to return the opposite perch to proper alignment, as may be determined by the straight-edge andgauges mentioned, and by the ability of the two perches to lie flat against the inner faces of the jaw 22. Local inaccu'racies,not affecting the final result, may also be located and corrected, chiefly for the sake of appearance.

Now the spring perches are used as reference surfaces, being held against the jaws 22 by the movable jaws 25 and their bearing blocks 26. Thus held, the axle is substantially centered along the median plane of the press, and is accurately positioned in this plane by the index marks 22'. It can now be determined if the axle is straight at each end, beyond the spring perches. E may be used again, and by visual comparison or by measurement with a rule or contact gauge it can be determined if the ends of-the axle are bent forward or backward from a straight line through the center of the perches, and if either end is higher than the other, with respect to the plane of the spring perches.

These are preliminary steps, to make the axle as nearly straight as possible, thereby tending to position the king pins K and the spindles S in their proper positions, but because such measurements cannot be made so accurately as is necessary, and because in the manufacture of the axle or the spindles errors in alignment may have crept in, the process cannot stop here. It is now necessary to determine whether or not the inclination of the king pin (in the vertical plane of the axle) is correct, if the camber angle of the spindle is correct, andin axles wherein caster is provided for-by the inclinationof the king pin in a forward and rearward plane relative to the perches (rather than by tilting the axle as a whole), -to determine if the kingv pin has the proper caster-angle. If the axle is not intended to-have caster, it should be definitely established that it has not, in fact.

Such determinations are made with the axle in place in the press, accurately positioned in the manner heretofore indicated, and since the spindle S is that part of the steering system the position and movement of which directly controls the rotation of the wheel in true align- "ment, it is preferable that all gauging be done rately, from time to time as the work progresses.

As a means of applying a gauge to the spindle, I may support upon the spindle a member which carries a point lying precisely in the axis of the spindle, or in outward extension thereof,

from which point measurementsare, in effect,

made. Various ways may be employed to support such a member, and it may take various forms. Conveniently, it may consist of an arm 5-having a Vblock at one end adapted to straddle a cylindrical portion of the spindle, which V-block To do this, the straight-edge:

and arm may be held in place by a clevis 51 and clamping screw 52. The arm is slotted (Figures 6 and '7), and a slide 53 is slidable in this slot longitudinally of the arm 5, and at its lower end a point 55 is provided, which may be used to indicate'angular movements directly (see Figure 12), or the slide 53 may be slightly hooked and recessed to provide a support at 55', at which point may be supported a plumb bob in the form of the steel pencil 54. In either case the point 55 or55' lies precisely in an extension 'of the spindles axis, and may be vertically adjustable to'this end. The pointot the plumb .bob or pencil is thus maintained directly beneath the support 55', and a given distance therebelow, which, of course, is the length of the plumb bob.

By these or like means, angular movement of the spindle from a position'corresponding to straight-ahead position of thecar can be determined.- To assist in this, I provide a segment plate 6, which is suitably supported from the bed framel, for instance, by means of an angled bracket, the vertical arm of which is guided between the channels 10 for vertical movement, being held in adjusted position by a clamping nut 61, and the horizontal member 62 of which is slotted, as indicated at 63, and extends in the vertical plane of the axle outwardly beneath the spindle and the arm 5 when the latter are in the straight-ahead position-that the position wherein the spindles axis is in the vertical plane of the axle, and the wheels would roll directly ahead, disregarding toe-in. The segment plate 6 is adjustable by means of the slot 63 and the clamping nut 64 to bring it directly beneath the point 55, or directly beneath the point of the plumb bob 54, in which position the center about which the plumb bob swings coincides with the center of the segment plate.

When the spindle is turned "upon the king pin K, the angular departure from the straightahead position, either forward or rearward, can

be measured by means of an angular scale upon the segment plate 6, the plumb bob acting as a pointer.

I have discovered that the lateral angle of inclination of the king pin can be ascertained in a simple manner and by application of a gauge directly to the spindle. When the wheels turn on their spindles this angle of lateral inclination is measured by determining the angle of roll of a diameter, the lower end of which is the point of contact of the wheel with the roadway, as that diameter rolls from a position wherein the wheel is turned thirty degrees forward of the straight-ahead position to a position thirty degrees rearward. Because the wheel has camber and the king pin is oppositely inclined to meet the plane of the wheel at the point of contact with the roadway, the lower part of the wheel (where it contacts with the roadway) does not shift as the wheel pivots about the inclined king pin, but the end of the spindle does shift from somewhat behind the axis of the king pin to somewhat in front thereof, or the reverse.

It also drops from its elevation in the straightahead position (disregarding toe-in) when turned either forward or rearward. These dropsgreat forward and thirty degrees rearward, is the angle of lateral inclination of the king pin.

This method of determining king pin inclination is described more fully and claimed in a co-pending application Serial No. 546,084, filed June 22,1931, and the same may be carried out. with the present apparatus and as a step in the present process; or any othersuitable gauging system may be employed. For such a purpose Imay employ apparatus which is commonly em- .ployed inconjunction with wheels in making angular determinations, and thus, in Figure 7. an. upright squarebar 56' is shown received and] clamped in an upright socket 57 at the outer end of the arm 5. Upon the bar 56', extendinglaterally at right, angles to the arm 5, is a. gauge arm, generally designated bythe numeral'l, the construction of whichis described in said copending application. In its essence, this comprises a bubble tube 70, mounted upon an arm 71, pivoted at 72 upon an arm 73, which has a can be determined. Care mustbe taken in meas- 5 is parallel to the axis of the spindle, and the arm 73 is held parallel to the arm 5, the bubble tube on the arm 71 will enable a direct reading of the camber angle, as may be seen in Figure 5. The caster angle can also be determined, in a similar way. Due to caster inclination of the king pin,'the end of the spindle will rise when it is turned forward, s'aythirty degrees, and

when it is turned rearward thirty degrees (in each instance, from the straight-ahead position) it will fall, since its rotation is in a plane perv pendicular, to the axis of the inclined king pin.

Due to this rise and fall of the spindle end the plane of its movement can be determined by the two measurements of angle, thirty degrees forward andv thirty degrees rearward, and its angle relative to the horizontal is the caster angle.

To determine the caster angle, the gauge arm 7 may be secured upon the bar 56, extending in line with the arm 5 and the spindle's axis, rather than at right angles thereto, as in the measurement of lateral inclination. The spindle with the gauge thus supported thereon is moved forwardly and rearwardly, thirty degrees each way, and if there is any caster in the 'king pin a difference in inclination is observed. This constitutes the caster angle of the king pin.

Reverting now to the process, after the outer ends of the axle have been straightened as nearly accurately as may be determined by contact gauges, measurements, and the like, the spindle is gauged in the manner indicated above, or in any other suitable manner, to indicate the king pin inclination angle, the camber angle of the spindle, and the caster angle of the king pin, if

any. Knowing the manufacturer's specification for the car in question, it is possible to determine if the observed angles are improper, and

-it possible to compare" the caster, camber and king pin inclination angles of the opposite ,ends'ofithe axle, for obviously,.they should be alike at" the two ends. "If it is observed that the camber angle is incorrect, it is possible to apply jacks somewhat after the manner indica edin Figure 4 to increase the camber angle, or in the same manner but with the axle re-inverted, to decrease the camber angle of the spindle. Similarly, if it is observed that the kingpin inclination angle is incorrect, it can be correctedin the same manner. If, after; the king-13pm inclination angle has been corrected, :the camber-angle is still' incorrect, it may be [necessary to discard the spindle and to install a'{ new; and correct spindle, 'for the spindles are oftenfbent with respect to the spindle bodies,

tic-[restore them to proper condition. If the caster angle is incorrect, it may be necessary to apply a wrench to the outer end of the axle to ,twis't' it, and to restore the caster angle to the oneiwhich experience or thespecifications for thegparticular car show tobe correct.

"While all of these operations are proceeding, it

is possible from time totime to apply the gauge" 'and" to gauge the work as it progresses, since the axle is always-held in accurate position for gau in and the gauge may be easily applied.

Thus, with the least effort, both as to gauging and'as to lifting and moving about the axle or the jack, it is possible to determine how the work is progressing, and to make it accurate to a fine degree, and because it is an easy and quick- 1y accomplishedoperation, it will be frequently performed.

The angle, length, manner of connection and elevation of the steering arms materially affect the operation of the steering system. The interconnection between-the two steering arms, effected by means of the tie rod, determines the angles which the wheels will assume in making a turn. Frequently, this is assumed to be a matter merely of getting the correct length of tie rod, but when itis. appreciated that the effective length of the tie rodvaries with a variation in the angle of the steering arm, whether in a lateral direction or in a vertical direction, and that very small differences in the effective length of the tie rod cause magnified inaccuracies in the position of the" wheels, it is appreciated that these factors should be exact in order to obtain the best result's, the easiest steering and the least wear on tires; Accordingly, it will usually befound desirable'to check the relative positions of the ends of the steering arms. v

The steering arms of an automobile are so disposed angularlywith respect to the plane of the wheels they control, at such a distance therefrom, andso. connected to the opposite steering arm by the tie rod T, that the end of the steering arm of the inside wheel moves longitudinally of the car to a greater extent than does the end'of the steering arm of the outsidewheel, but thelatter moves more. transversely of the car than does the inside steering arm. The result is that the angular movement of the inside wheel ismore than cause of the shortness of the steering arm in any 'it' has not been found economical to attempt event, relative to the distance from the point about which the turningof the car progresses, very small errors in the location of the end of the steering arm will produce serious errors in alignment when the car is turned. It is essential, then, that these inaccuracies be determined and corrected.

As a means for doing this, the apparatus illustrated in Figures 12 and 13 may be employed. The ends of the steering arms C"and C are gauged for elevation above the bed frame 1, and for this-purpose I have shown a contact gauge consisting of an upright 80, a base 81 and a contact finger 8, the latter being movable vertically of the standard to contact with the end of the steering arm, and thus with the axle fixed in positionto indicate whether the end of one arm or the other is lower than the standard fixed by the manufacturers, or if there is a difference in elevation between the two. Naturally, the spindle must be in the straight-ahead position, as the steering arms rise and fall due to inclination and caster in the king pin.

For further determination of the correctness of the position of the steering arms, it is desirable that they be connected in the normal manner with the tie rod T. If this has heretofore been disconnected, it should now be connected up again, and'the spindles should be tested to make certain that the tie rod is of such length that both spindles extend in the vertical plane of the axle. Now with the arm 5 applied to each spindle there may be employed a pointer *9; supported in the slide 53 heretofore referred to, and slidable in the arm 5, the point 55 of this pointer being movable over the segment plate 6 to indicate angular movement of the spindle. One of the spindles is moved so that, were it an outside wheel, it would move through thirty degrees, for instance. The other spindle, as shown by the opposite pointer 9, will have moved through a greater angle, if the steering arms are properly adjusted, and the magnitude of this angle will depend upon the wheelbase of the car and the camber and caster angles. The observed reading can be compared with the manufacturers specifications, or with those known to be correct for the car in question. If the steering arm is too far out or too far in, too high or too low, proper correction may be made by disconnecting the tie rod and bending the arm. To a limited extent errors in length can be corrected, or new arms can be installed.

Such operations are continued untilthe ends of the steering arms are correctly positioned, whereupon it should result that the entire steering system is properly adjusted. Naturally, the steering arms would not be adjusted until the axle and spindle are first adjusted to proper position, and then, when the steering arms are adjusted so that they are at equal angles to the plane of their respective wheels, at the same elevation above the bed frame 1, and at the proper distance from the axis of the king pin K, all parts should be in c line, both in a vertical plane and in a horizontal plane, whereby the bending operations can be effected without handling of the jack units. Such apparatus is shown in Figures 10 and 11. The bed frame, base, standards and jaws need not be altered in construction, except as I prefer to employ two clamping bolts 20 to hold down the' base 2. This leaves the central slot 14 free forthe reception of double-ended bending levers 4,

of spacer members 46 supported upon one or the other of the arms .41 or 42, for instance, having an end seating in a socket 4'7 in these arms, and its upper end bearing against the axle at or beyond the point to be bent upward. The reaction would be resisted by yokes, bridges, or spacer members (not shown) bearing beneath the axle at the point of resistance and seating upon the bed frame. Downward bending effort may be exerted by such means as the loop or clevis 48 straddling the axle at the point to be bent, and.

connecting at its lower end toa hook 49 engaging beneath a hooked end, as 42 (see Figure 10) of one of the bending levers.

For exerting lateral bending effort precisely similar arms 4 may be supported in a frame 1'? upstanding behind the bed frame, and these may be operated by jacks independent of the jacks 34 and 35, or may be connected for operation by these same jacks; the latter form is shown herein. Thus, for example, the verticalshaft 36 may be supported in the frame 17 or from the bed frame,

and an arm 37, connected to the link 44, causes this shaft 36 to oscillate as the jacks 34 and 35 are manipulated. This motion is communicated to the horizontally disposed levers 4 by means of the arms 38 and links 39.

Such an arrangement is susceptible of a number of refinements, for instance, connecting the control valves and pumps of the several jacks to one given point so that they may be relieved or may have the power applied without bending down to'manipulate the controls upon each jack. It is also possible to supply, fluid to the jacks as selected by valves thus located, the fiuid coming from a reservoir outside of the jacks themselves, thus in effect, producing a hydraulic press with a number of jacks pressed from a common pressure supply source.

What I claim as my invention is:

1. The method of aligning the steering system of an automobile which consists in removing the wheels from their spindles and the axle, with spindles in place, from the car, subjecting the axle to bending or twisting moments or both, to correct previously determined departures from proper a ignment, gauging the spindles as the bending progresses to determine the proper setting thereof, gauging the steering arms, and finally altering the position of their ends, as required, to bring both steering arms into proper and like relationship to the planes of their respective wheels.

2. The method of aligning the steering system of an automobile which consists in applying twisting or bending moments, as required, to the axle between the spring perches, to bring the latter into alignment, and into a common plane, gauging the angularity of the king pin, app y twisting or bending moments, as required, to the axle outside of the perches, to .bring the king pins into correct position, gauging the spindles in their normal assembled places,- and again altering the angularity of the kingpin tocorrectslight deviations of the spindles.

--.3. An axle press comprising a bed frame, sp' aced vises adapted to hold an axle at the spring perches,

angular gauge'means, means to support'the latter in predetermined positions from the spindle, means supported from the bed frame to'measure the angular swing of the spindle-from straight-, 15

ahead position in each direction, and means to apply bending stresses to the axle, while held-by the vises in operative relationship to theseveral gauging means. t

4. An axle press comprising a bed frame, spaced vises adapted to hold the axle in a prede- I termined position; angular -gauge means',-I rneans I including a supporting arm adapted to be secured I upon a spindle and to extend parallel thereto,

- for -supportingsaid gaugemeans, aseginent bar supported from the bed-plate, means disposed in the extension of the spindles axiafsupported from said arm 'and cooperating with the sege ment bar to measurethe angular swingjo'f the spindle from straight ahead position in" each direction, and'means to bend the use, while it,

held by the vises in operative relationship to the several gauging means, thereby" toqalter such relationship. I

I 5.4 An axle presscoinprisinga frame, spaced I adapted to hold the axle in a'predetermined position, angular gauge means;- means including a supporting arm adapted to be secured upon a spindle and to extend parallelithereto, for

I supporting said gauge means, a segment bar supported fromjthe bed plate, means in the I extension of the spindles axis, supported ,'trom said arm and cooperating with segment bar tomeasure thean'gular swing of' thefspindle trom straight ahead position in; each-direction, means to adjust said segment barvertically'andlengthwise of the axis,and-'toadjust thepoint of support of thecooperating element, le thwise o!- the; spindle, and meanscooper'ating with the vises to-bend the side, while it "is-held inoperative;

relationship to-the several gouging means, I

6. An axle press comprising ;a bed frame, spaced adapted to'hold thezaxlerin a predetermined po t on; angular s c a s. m s i ud n a supporting arm adapted. to be upon a spindle and to extendv parallelsthereto, i'or supportingsaid gauge means, a-segmentbar sup- I ported irom the bed plateanda plumb bob supported from 'said-arm, and depending from a' point in extension of the spindles axis, said plumb bob cooperating with theisegment barto measure theangular swing ofqthe spindle from straight-ahead position in direction, and to apply bending stresses to the-axle. while it is held by the vises in operative relationship to the several gauge means, thereby to.

alter the relationship of the plumb bob to the. segment bar.

'7, An axle press comprising abed frame, spaced bases supported thereon, a downwardly lacing 'iaw fixed upon and-spaced above'each'besa-a movable jaw beneath-the flxediaw, and pivoted upon each base, a iack'adapted to rest upon the base, and to bear upward beneath the pivoted iaw "to clamp .an'axle between the-Jaws,"

and thereby to fix it'in 'a-predetermined posied from the bed plate tomeasure the angular or both, to correct-prevlously determined detion, angular gauge means, means to support the latter in predetermined positions from the spindles in place upon the axle, means supportswing of the spindle from straight-ahead position in each direction, and means to bend the axle, while thus held, to alter the relationship of the spindle-supported and the bed plate-supported gauge means to each other, and to enable gauging as the bending progresses 8. An axle press comprising a bed frame, spaced vises adapted to held an axle in a predetermined position, bending levers independent or said vises and pivotally supported from the bed frame in the plane of an axle thus held, means for transmitting bending moments fromsaid bending levers to selected points upon the axle, andmeans to swing said bending levers.

9. An axle press comprising a bed frame, spaced means to holdv an axle in a predetermined position thereabove, bending levers pivotally sup I ported from the bed frame in the 'vertical and horizontal planes of an axle thus held, means for transmitting bending moments from said bending levers to selected points upon the axle, and means to swing said bending levers.

10;.In an axle press, in combination. axle clamping means comprising a base, a fixed jaw I supported from and above said base, a jaw piv- I otally supported from the base, below the fixed. jaw, means reacting from the base to move the pivoted jaw to clamp an axle, and means associatedrwith the jaws to fix the axle thus clamped in a, predetermined position relative to the base.

11, :A method for aligning the steering system 11 of an automobile, such system including two wheels, a spindle whereon each wheel is rotatably mounted, and an axis normally supporting the car, and to the ends of which the respective spindles are pivotally mounted to swing torwardly and rearwardly of the axle, which method consists in removing the axle from the car, leaving the spindles in place upon the axle, subject'- ing the. axle to bending or twisting moments,

12" partures from. proper alignment, andindependently gauging by separate reference to each spindle axis to determine its relation to nxed reference points on the axle, as the bending pro-x g'resses, to determine 'the'alignment'ot the steering,system ;-12. A method whereby may be aligned the steering system of an automobile, such system "includingan axle provided at its ends with king 'pin holes, a spindle whereon is rotatably mounted 'esnwnoiel jiaa method whereby may ,be aligned the steerin'gsystemoranautomobilemchm I eluding-two road wheels, spindles whereon each 1 ,5 of said wheels is rotatably mounted, and milk normally supporting thecar, andto theends of whichtherespectivespindlesarepivotallymoimtedbykingpinstoswingonagenernily wiaht axiawhichmethodcomprisesthesteeb ing system to determine the nature and extent of misalignment, removing the wheels'from their spindles, leaving the spindles secured by their king pins upon the axle, removing the axle, with spindles in place, from the car, distorting the axle to correct observed departures of the steering system from proper alignment, and gauging the spindles as the bending progresses to determine the alignment of the steering system.

14. A method whereby may be aligned the steering system of an automobile, such system including two wheels, a, spindle whereon each wheel is rotatably mounted, and an axle normally supporting the car, and to the ends of which the respective spindles are pivotally mounted to swing on an inclined, generally upright axis, which method consists in removing the wheels from their spindles, leaving the spindles in place upon the axle, supporting the axle in a position fixed in relation to a predetermined reference line, subjecting the axle while thus supported to bending or twisting moments, or both, to correct previously determined departures from proper alignment, and separately gauging the individual relation of each spindle to such predetermined reference line as the bending progresses, and with the axle so fixed in positionfthus to determine the alignment of the steering system.

15. A method whereby may be aligned the steering system of an automobile, such system including two road wheels, spindles whereon each of said wheels is rotatably mounted, and an axle normally supporting the car, and to the ends of which the respective spindles are pivotally mounted to swing on a generally upright axis, which method consists in removing the wheels from their spindles and the axle, with spindles in place, from the car, gauging the axle itself and the spindles to determine the nature and extent of misalignment, subjecting the axle to bending or twisting moments, or both, as indicated, to correct observed departures from-properalignment, and as the bending or twisting progresses, gauging the axle to determine its straightness, and the spindles to determine the alignment of the steering system.

16. A method whereby may be aligned the steering system of an automobile, such system including two wheels, a spindle whereon each wheel is rotatably mounted, and an axle normally supporting the car, and to the ends of which the respective spindles ere pivotally mounted to swing on an inclined, generally upright axis, which method consists in removing the wheels from their spindles and the axle, with the spindles in place, from the car, supporting the axle substantially in its normal position of use and in a definite relation to a vertical reference line, gauging the steering system with respect to such reference line, with the axle thus supported, to determine the nature and extent of misalignment, subjecting the axle to bending or twisting moments, or

both, as indicated, to correct observed departures from proper alignment, and as the bending or twisting progresses, gauging the steering system with respect to such reference line to determine its alignment.

1'7. 'A method whereby may be aligned the steering system of an automobile, such system including two wheels, a spindle whereon each wheel is rotatably mounted, and an axle normally supporting the car, and to the ends of which the respective spindles are pivotally mounted to swing on an inclined, generally upright axis, which method consists in removing the wheels from their spindles and the axle, with the spindles in place, from the car, subjecting the axle to bending or twisting moments, or both, as indicated by previousdeterminations of departure from proper alignment, supporting the axle in its nor mal horizontal position of use, and gauging each spindle separately with respect to a vertical line, with the axle thus supported, to determine the alignment of the steering system.

18. A method for aligning the steering system of an automobile, such system including an axle normally supporting the car, a spindle pivotally mounted at each end thereof to swing forwardly and rearwardly of' the axle, wheels rotatably mounted on the spindles, and means interconnecting the two spindles to effect simultaneous swinging thereof in opposite directions relative to the axle, which method comprises removing the axle from the car, leaving the spindles in place upon the axle, and the interconnecting means between the two spindles connected, in-

dependently gauging the relation of each spindle to the axle for each of a plurality of positions assumed by the interconnecting means, correcting parts indicated to be improperly adjusted, and independently gauging the spindles as the correcting progresses to determine the alignment of the steering system as a whole. I

19. A method for aligning the steering system of an automobile, such system including an axle normally supporting the car, a spindle pivotally mounted at each end thereof to swing forwardly and rearwardly of the axle, and wheels rotatably mounted on the spindles, which method c0m-,

prises removing the axle from the car, leaving the spindles in place, supporting the axle in a predetermined position, applying gauging means to a spindle, gauging the spindle in a plurality of, positions swung about its pivot relative to the axle, to determine the nature and extent of misalignment, subjecting the axle while thus supported to bending or twisting moments, or both, as indicated, to correct observed departures of the spindle from proper alignment, and gauging the spindle, as the distortion of the axle progresses, in a plurality of positions swungabout its pivot relative to the axle, to ascertain the effect of the bending or twisting moments on the axle.

CLAUDE C. BENNETT.

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