US698753A - Motor-vehicle. - Google Patents

Description

Patented Apr. 29, l902.'

G. W. SMITH.

MOTOR'VEHICLE.

2 Sheets-Sheet I.

(No Model.)

Illlllllll mm MN mm W No., 698,753. Patented Apr. 29, I902.

' G. Wl SMITH.

MOTOR VEHICLE. (Application filed Aug. 28, 1901.)

2 Sheets-Sheet 2.

(No Model.)

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GEORGE WILLIAM SMITH, OF HARDIN, MISSOURI.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 698,7 53, dated April 29, 1902. Application filed August 28, 1901. Serial No. 78,583. (No model.)

To all whom, it may concern:

Be it known that I, GEORGEWILLIAM SMITH, a citizen of the UnitedStates, residing at Hardin, in the county of Ray and State of Missouri, have invented a new and useful Motor-' Vehicle, of whichthe following is a specification.

The present invention relates to motor-vehicles and particularly to the means for transmitting power from the motor to the wheels.

One of the objects of the invention is to provide novel mechanism for transmitting power to all of the wheels, whereby all are employed as drivers, and to so connect them that all may be run at difierent speeds, and each will accommodate itself to the diiferent relations it may assume with respect to the others, but will always be positively driven.

Other features relate to improved means for supporting the driving mechanism, so that the proper steering and control of the vehicle will not be interfered with, and to the novel construction and supports for the axles.

In the accompanying drawings the preferred embodiment of the invention is fully shown, and the construction and operation thereof are described in the following specification. It is to be understood, however, that the invention is not to be limited to the particular form set forth; but such changes and modifications may-be made therefrom as fall within the scope of the appended claims.

In the drawings, Figure 1 is a perspective view of: the frame of theimproved motor-vehicle. Fig. 2 is a rear elevation of the same. Fig. 3 is a vertical longitudinalsectional view. Fig. sis a vertical sectional view throughone of the axle-frames.

Similar numerals of reference designate corresponding parts in all the figures of the drawings.

In carrying out the present invention a pair of axle-frames are provided, connected by a reach which is rigidly secured at one end to one, the other frame being pivotall y attached to the other end. In order to distinguish between these two frames, the rear one, to which the reach is rigidly secured, will be hereinafter termed the stationary frame, while the other will be described as the movable or pivoted frame. As both are similarly constructed, but one will be described.

A pair of alined casing-sections 10, having their inner endsspaced apart, are connected on their upper and under sides by trussbraces 11, suitable vertical webs 12 connecting these truss-braces and being secured to the casing-sections which are located between them. An axle-shaft 13 extends entirely through the alined sections and projects beyond the outer ends of the same, one ofsaid sections being provided at its ends with bushings 14E, that form journal-bearings for the shaft. 'A. sleeve 15 is rotatably mounted upon the shaft'and is located in the other casing-section with its ends projecting beyond both ends of the same. This sleeve is provided at its ends with bushings 16, which form journal-boxes for the shaft. Secured to the outer projecting end of the sleeve is a wheel 17, and a similar wheel 18 is fastened to the oppositely-projecting end ofthe shaft. The sleeve 15 and wheel 17, carried thereby, are held against longitudinal movement upon the shaft by means of a nut 19 and key" 20, thatis secured to the endof the shaft which projects beyond the sleeve, as clearly shown in Fig. 4. The inner projecting end of the sleeve is connected to the intermediate portion of the shaft by means of compensating gearing, (designated as a whole by the reference-numeral 21.) -While this may be of any desired construction, in the form shownit comprises a pair of vertical bevel gear-wheels 22, secured, respectively, to the inner end of the sleeve and the shaft, with an intermediate master-gear23, that'is loosely mounted upon the shaft and carries pinions 24, meshing with the vertical wheels 22. By this means it will be seen'that whenmotion is imparted .to'the intermediate master-Wheel 23 the shaft andsleeve-will be rotated simultaneously, though each may be moved at a different speed, if necessary;

Connecting the two axle-frames, as above described, is the reach, (designated as a whole by the numeral 25,) which reach consists of a plurality of tubes or bars 26, rigidly attached to the upper truss-brace and the alined casing-sections ofthe rear frame by means of clips 27 or other suitable devices. These tubes or reach-bars are arranged in convergent relatiou toward their free ends fand are secured together by means of a journal-box 28, located between the same. This freeend of the reach carries a depending bracket-29,, 7 comprising an upright standard 30, having a plurality of forward ly-project-i no: arms 31, the outer terminals of which have alined eyes 32. Rearwardly-projecting braces 33 alsoextend from the upright standard and are con neoted to a horizontal sleeve 34, located between the reach-bars and having its rear end swiveled in a journal-box 35, which is fastened to a transverse support 35, said support being attached by means of clips 36 to the lower reach-bars. The front end of the sleeve is swiveled in the journal-box 2S, and thus the bracket hasa vertical swinging movement with the sleeve as a pivot-axis.

The front frame is pivoted to the bracket ,29 in the following manner: A journal-box 37 is secured to the upper truss-brace, and a seat 38 is attached to one of the casing-sec tions directly beneath the same. A bushing 39 islocated .in the upper box, and the eye or :npper arm 31 surrounds the same, while the shank of the seat 3!) is located in the eyeof the intermediate arm. A pintle 40 is secured.

to the lower truss-brace in alinement with the boxing 37 and the seat 38 and passes through "the terminal eye of the lower arm- 31. By.

this means three bearings are provided which afford-a stable pivot-axis having a plurality of bearings.

and the seat orstep-bearing 38 is a vertical stub-shaft. 41, that carries contiguous to its lower end a horizontal bevel-wheel 42, that.

Journaled in the bushing 39 mesheswith them-aster-wheel 23 of the axle. It will therefore be seen that this stub-shaft is directly in the axis of the pivot axle-frame,

and willtherefore always be inoperative position, no matter in what direction the axleframe may be turned.

Arranged longitudinallyupon the reach is the main driving-shaft 48, which shaft passes throughthe sleeve 34, said sleeve being pref erably provided at its opposite ends with j0ur-.

nal-bnshings 48*, and also through a bearing 44, secured to a transverse brace 45, located contiguous to the rear end of the reach. The

. rear end of this shaft is journaled in a stephearing. 46, fastened upon the rear frame, and

the forward end is provided with a vertical bevel-gear47, that meshes with a similar gear 48, located'npon the upper end-of the stopshaft 41. The rear end of the driving-shaft 43 .carries compensating gearing 49, which consists of the usual spaced wheels 50, one ofv which is secured to the shaft, while the other is loosely mounted thereon. wheel,.located between the same, is in the form of a spur-wheel 51, carrying the pinions 52, that mesh with thewheels 50. This wheel 51 is the main driving-wheel for the mechanism, and a motor or engine of any desired construction. may be attached thereto, as will be readily understood by those skilled .in the art. Secured directlyto the loose wheel 50 is a bevel-gear 52 which meshes with the master-wheel 23 of the rear axle.

The mastering gearing connecting the sectionsofeach shaft the wheels of each-set may rotate at different speeds, softhat each wheel is entirely independentof the other, and the vehicle willthnsaccommodate itself to the various conditions met with in traveling, such ,as turning corners and the like.

The advantages forthe construction will be obvious. By applyingpow'er to. all the wheels much larger ones may be employed, so that the invention is capable of use on rough and sandy or-muddy roads. The dis- ,tribution of the power is greatly extended, and the strain andwear on .the 'several parts thereby lessened. ,ture resides in the pivotal or swiveled mounting of the bracket upon" the reach, as it' per- .mitsthe front axle-frames to. swing in aver..

vtical direction, thus. permitting .of Ithefront and rear axle-frames assuming an angular relation to each otherwhen the-wheels of one or the other pass over an obstacle ordrop into a rut without twistingor straining the frame.

or any part thereof It has been found by actual.- experience .that the' vehicle may be easily guided orsteered, for the reason that.

while the front wheels areusedas drivers the power imparted theretois in line withthe.

pivot-axis .of the front frame and does not interfere with the freeturning movement.- The specific construction of the severalf parts is important, for the .reason that a strong and rigid structure is provided, .not easily deranged, and particularly intended for rough.

usage.

From the foregoing. it is thought that .the construction, operation, and many advantages of the herein-described-inventionwillv be apparent .to those. skilled in the art-without further description, and it will be under-.

stood that various changesinthe size, shape, proportion, and minordetails of construction may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention. 1 l

Having thus described my invention, what I claim as new,'and desire to secure by Letters Patent, is

1. In a motor-vehicle, the combination with a stationary axle-frame, ofareach secured thereto, a movable axle-frame having a piv-.

otal connection with the reach, a sectional axle-shaft mounted on each frame, said sections being con nectedibycompensating. gearing, and a driving-shaft mounted longitudi- A further important .fea-

IIC

nally of the .reach and geared at its opposite ends to the axle-shafts.

2. In a motor-vehicle, the combination with a stationary axle-frame, of a reach secured thereto, a movable axle-frame having a pivotal connection'with the reach, a sectional axle-shaft mounted on each frame, the sections of said shafts being connected by compensating gearing, and a sectional drivingshaft mounted longitudinally of the reach and geared at its opposite ends to the axleshafts, the sections of said driving-shaft being connected by compensating gearing.

3. In a motor-vehicle, the combination with a stationary axle-frame, of a reach secured thereto, a bracket fastened to the free end of the reach, a movable axle-frame having a pivotal connection with the bracket, an axleshaft mounted on each frame, and a drivingshaft mounted longitudinally of the reach and having gear connections with the axleshafts.

4. In a motor-vehicle, the combination with a stationary axle-frame, of a reach secured thereto; a bracket fastened to the free end of the reach and depending below the same, a movable axle-frame having a pivotal connection with the bracket, an upright stub-shaft journaled to the bracket and geared to the axle-shaft of the movable frame, and a driving-shafthaving a geared connection with the stub-shaft.

5. In a motor-vehicle, the combination with a stationary axle-frame, of a reach secured thereto, a bracket fastened to the free end of the reach and having projecting arms, an axle-frame pivoted to the arms, an axle-shaft journaled upon the pivoted frame and comprising sections connected by compensating gearing, an upright stub shaft journaled upon the arms of the bracket and carrying a gear-wheel that meshes with the compensating gearing, and a driving-shaft having a gear connection with the stub-shaft.

6. In a motor-vehicle, the combination with an axle-frame, of a reach comprising bars secured to the frame,-said bars being arranged in convergent relation toward their free ends, a j ournal-box connecting the convergent ends of the bars, a driving-shaft journaled in said box, an axle-frame pivoted to the free end of the reach, an axle journaled in the.frame, and gear connections between the drivingshaft and the axle.

7. In a motor-vehicle, the combination with an axle-frame, of an axle-shaft journaled on the frame, a reach comprising bars secured to the frame and arranged in convergent relation toward their free ends, a journal-box connecting the convergent ends of the bars, a driving-shaft jou rnaled in said box and geared to the axle-shaft, an axle-frame pivoted to the free end of the reach, an axle journaled in the frame, and gear connections between the driving-shaft and the axle, said connections beingconcentric with the pivot-axis of the frame.

' 8. In a motor-vehicle, the combination with an axle-frame, of an axle-shaft journaled on the frame, a reach comprising spaced bars secured to the frame, ajou'rnal-box connecting cured to the shaft, the other being loosely mounted on said shaft, a master-wheel also loosely mounted on the driving-shaft and carrying pinions meshing with the secured and loose wheels, said master-Wheel having teeth on its periphery, and a gear-wheel fastened to the loosely-mounted gear and having an operative connect-ion with one of the axles.

10. In a motor-vehicle, the combination with an axle-frame comprising alined casingsections connected by a truss-brace, of an axle-shaft journaled in the alined casing-sections, a sleeve rotatably mounted on the'a'xleshaft and located in one of the casing-sections, wheels secured to the sleeves and shaft,

and compensating gearing connecting the sleeve and shaft.

11. In a motor-vehiclc,-the combination with an axle-frame comprising alined sec tions, spaced apart and connected by a trussbraoe, of an axle-shaft rotatably mounted in the alined casing-sections, a sleeve journaled upon the axle-shaft, said sleeve being located in one of the casing-sections and projecting beyond both ends thereof, a wheel secured to the outer projecting end of the sleeve, com-- pensating gearing connecting the inner projecting end of the sleeve and the shaft, and a wheel secured to the outer end of said shaft.

12. In a vehicle, a front axle-frame,a rear axle frame, a reach rigidly secured to the rear axle-frame, a bracket swiveled upon the reach, the front axle being pivoted to the bracket.

13. In a vehicle, a front and rear axle, a reach secured to one axle-frame and a bracket having journals located in angular relation, one of said journals being swiveled upon the reach, the other axle-frame being pivoted in the other journal.

14. In a motor-vehicle, the combination with a reach, of a driving-shaft j ournaled longitudinally thereon, an axle-frame having a swiveled connection with the reach to permit the reach, an axle frame pivoted to the bracket, an axle jonrnaled upon the frame, and a stub-shaft mounted on the bracket and connecting the driving-shaft and axle.

16. In a motor-Vehicle, the combination with a reach having spaced journal-boxes, of a bracket having journals swiveled in the boxes, a driving-shaft passing through'the journals of the bracket, an axle-frame pivzo oted upon the bracket, an axle'journaled on the frame, and a stub-shaft rotatably mounted on the bracket and connecting the axle and driving-shaft.

In testimony that I claim the foregoing as Q my own I have hereto affixed. my signature in 15 the presence of two witnesses.

- GEORGE WILLIAM SMITH.

Witnesses:

J OHN MCGREGOR, J AMES M. PUGH.

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