US321503A - Running-gear for wagons - Google Patents

Description

2 Sheets-Sheet 1.

(No Model.)

L. D. HURD.

' RUNNING GEAR FOR WAGONS.

No. 321,503. Patented July 7 1885.

.lttorney WITNESSES llnrrnn Sra'rns A'llFNT Orrrcn.

LORENZO D. HURD, OF WELLSVILLE, SEW YORK.

RUNNING-GEAR FOR WAGONS.

SPECIFICATION fOrming part Of Letters Patent No. 321,503, dated July '74 1385.

Application filed April 13, 1855. (No model.)

To all whom it may concern:

Be it known that I, Lonnuzo D. HURD, of Vellsville, county of Allegany and State of New York, have invented a new and useful Improvement in Running-Gear for Wagons, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification.

My invention relates to that class of running-gear employing a fixed or stationary forward axle-bar, having short swiveling axles applied to its ends, and connected, through suitable lever-arms and links, with the pole or tongue for adapting the vehicle to be guided and turned as desired; and it consists in certain features of construction and combina tions of parts hereinafter fully described, and set forth in the claims.

In the accompanying drawings, Figure 1 is a perspective view of so much of a farmwagon as is necessary to show my improvements. Fig. 2 is a plan view of the forward axle-bar, axles, and tongue connections. Fig. 3 represents a vertical section through the forward axle, bolster, and tonguesocket. Fig. 4 is a perspective view of the tongue-socket and king-bolt detached; Fig. 5, a similar View of one of the swiveling axles. Fig. 6 represents a horizontal section through one of the tongue-link ball-sockets; Fig. 7 a vertical section through one of the upper sockets of the swiveling axle; and Fig. 8 a section through the rear axle and axle-skeins, showing the arrangement of its truss-rod.

A indicates the forward axle-bar, block, or frame, of any suitable form for giving it the desired strength or rigidity without unnecessary weight of material, and provided on its upper and lower faces with stiffening-irons a and a, which extend beyond the ends of the bar Aand support the axle-pivots between them. This axle block or bar A. is connected with the rear axle by perch-bars B B, of any suitable form and arrangement for holding it rigid and always in parallel relation to said rear axle, and for permitting the relative adjustment of the axles toward or away from each other, as may be required.

The axles indicated by C and O are made cylindrical in form, tapering on their outer faces, as sh own, to conform to the usual shape of the boxes turning thereon, and terminate at their inner ends each in an upright pivotal sleeve, D, which, by preference, is made tapering externally toward its ends both above and below the axle-sleeve, as shown, to give it the required diameter at the base of the axle sleeve for the support of the latter, combined with the diminished frictional surface at its ends, which rest and turn in cylindrical sockets formed in plates (Z, secured to the projecting ends of the axle-bar irons or straps c and a. One of the bearingblocks cl, at the upper end of one of the axle-pivots D, is shown in the sectional view, Fig. 7, as being provided on its upper face with a groove, or front and rear ribs, (2, between which the end of the strap arests, with a cylindrical socket at in which the upper end of the tubular pivotal sleeve D rests and turns, a central perforation at (2, through which the clamping-bolt passes, and at (l with an oil-cup from which the lubricating material passes through a perforation at d to the upper end of sleeve D. A similar socket-plate is employed on the strap a at each end, in which the lower end of the pivotal sleeve D is stepped, and a clamping bolt, D, )asses through the straps a and c, bearingblocks d, and sleeve D, and serves to unite and secure said parts firmly together. The sleeve D, at its junction with the axle C or O, is provided with a forwardlyextending arm or lever, B, flanged on its upper face to give it the required stiffness without unnecessary weight of material, and provided near its forward end with a longitudinal slot at e, and at about the center of the length of the latter and outside thereof, with a short transverse slot, 6, through which slots connec tion is made with the tongue-link, as will be explained.

Upon the axle'bar A is secured what is known as a rock bolster, F, made tapering toward its ends from a central seat portion,j by being cut away on its lower face, as shown. The seat or bearing portion of this bolster is sufficiently short to allow the bolster to rock slightly relatively to the axle, for permitting the latter to accommodate itself to uneven surfaces. This bolster has a short strap, f, secured to its lower bearing-surface, is further strengthened and stiffened by a strap, y, secured to its upper face and extending from end to end, and is provided at its ends with fixed stakes or uprights, F F, of suitable construction, for holding the body of the wagon, similar stakes being employed upon the rear axle or bolster. The bolster is provided underneath the strap-ironf with a short perforated plate, f (see Fig. 3,) in which the head or upper end of the king-bolt G rests. The construction of this king-bolt is indicated clearly in Fig. 4. Its upper end is enlarged to form a head, g,which rests upon the upper strap, a, ofthe stationary axle-bar A; or it may be provided with a collar for the same purpose, as shown in Fig. 3, and which, in con-' nection with the nut on its lower end, serves to clamp the parts of the axle-bar A firmly together, and to serve as the pivotal connection of the tongue socket or plate therewith, as will be explained. The head of the bolt or portion above the shoulder or collar 9 enters the bolster from beneath, passing through the plate or strap f, the slot or perforation in which is elongated transversely of the strap to permit it when the bolster is turned to a position at right angles or thereabout to the position it occupies when in use, to pass over two lugs or ears at g, on opposite sides of the bolt and above the collar or shoulder g, as shown, and which, when the bolster is in use, project laterally over the side walls of the slot in platcf and prevent the accidental displacement of the bolster, which can be removed only after removing the box or body of the wagon and turning the bolster, as explained.

The construction of the tongue plate or socket H is clearly shown in the perspective view, Fig. 4. It consists of two arms, h and it, provided with eyes or short sleeves at their forward end, through which the tongueis connected with the arms by a horizontal pivot or bolt at 2', said arms expanding in vertical width to the rear, where they are united by an upright portion, h, curved on its lower portion in an arc of a circle of which the bolt is the center, to permit the free vertical play of the rear end of the tongue between said arms h h, in close proximity with the plate if, as shown. Short arms h and h extend rearward from the part h, and have their ends, which enter sockets in the axle-bar, perforated or provided with short vertical sleeves 71, 71., to receive and surround the king-bolt G; as shown. A brace-rod, K, extends from near the upper end of the part it to the pivot 71, having an eye or sleeve, k, at its forward lower end, surrounding said pivot, and an adj ustingnut, k, at its upper rear end, by means of which the tension of the brace may be regulated as desired. The pivot or bolt 1' passes through suitable lugs or cars, m m,on a plate or strap, M, secured to the tongue H, forming a pivotal connection of the tongue with the tongueplate or socket-piece H. Where a rigid or crank tongue is desired, a small elbow or angle iron may be secured to the rear end of the tongue, interposed between said rear end and the brace K.

By the construction shown and described, the tongue-socket has two points of attachment to the kingbolt, giving it a broad vertical hinge, by means of which its movements and those ofthe tongue are steadied, and thetongue is effectually prevented from rocking or turning on its longitudinal axis. An evener or double-tree, N, of any usual or preferred construction, is secured to the tongue, and in practice single-trees are attached thereto in any usual manner. Stay-chains a a are attached at their forward ends to the ends of this double-tree by means of clips or other suitable fastenings, said chains being secured at their rear ends to eyes in the forward ends of the axle-arms E, as shown, the lateral vibration of the double-tree with the tongue and axle-arms in turning the vehicle permitting the use of thesestay-chains under the arrangement shown. The axle arms E are connected with the tongue in such manner as to vibrate the axles, and be vibrated laterally with the tongue by means of pivotedlinks P P. These links are composed'each of a short stout rod, 19, and a clevis, p, the latter embracing the axle-arm E, perforated in its loop end, and united to the rod by suitable jam-nuts. The rods 10 are provided each on their inner ends with a ball, and pass through slots in the outer half of divided spherical socket-plates q q, secured to the sides of the tongue, in rear of the double-tree. The construction of these socket-plates is shown in the sectional view, Fig. 6, the inner half 'of each being let into the side of the tongue, and both secured in place thereto by through-bolts. The clevis portion of the link P is provided with two bolts or pins, p 10 the former pass ing through the transverse slot 0 in the axle arm or lever E, and the latter, 1), through the longitudinal slot 6. If desired, the slot 6 may be made in the arc of a circle of which the bolt or pin p -is the center, in which case a mere eye or perforation for said pin 10 will be all that is required, as the link can swing on said pin, and the pin or bolt p can move backward and forward in the curved longitudinal slot in the adjustment of the axle. This arrangement admit-s of the tongue being turned at a sharper angle. The outer wheels take a large circle while the inner wheels take asmall circle, thus allowing the wagon to turn in less space than if the slot were straight in the front projections to pivoted axle-arms. By simply rotating the rod 1) a movement, permitted by its ball and the socket joint with the tongue, it will be adjusted in the nuts uniting it with the clevis p, and the length of the link can be adjusted as desired for changing the track of the wheel with which it is connected. The bolts or pins and p either or b0th,where both pass through slots, as described, may be provided with anti-friction rollers for facilitating their movements in said slots.

The construction of the rear axle of the wagon is shown in Fig. 8. It consists of the axle-bar R, having tapering ends, and the aXle-skeins R R having tapering sockets and united by means of a rod, 1*, which passes through the skeins It and R", and underneath the bar It, conforming to the curvature of the lower face of the latter, as shown.

The ends of rod 1' are screw-threaded and providedwith nuts 1- T", which serve not only to clamp the axleslreins firmly on the bar R, but to cause the rod 9* to act as a truss-rod, materially stiffening and strengthening the axle.

Having now described my invention, I claim as new 1. The combination,with the fixed orstationary axle-bar, of the axle-arms pivoted to said axle-bar, and the rock-bolster also pivoted to saidaxle-bar, and provided withthefixedstakes or uprights, substantially as and for the purpose described.

2. The king-bolt for uniting the holster to the stationary axle-bar, provided with the shoulder or collar forming the bolt-head, and the lugs or cars on said bolt above the shoulder or collar, for uniting the bolster to and holding it in place on the axle, substantially as described.

3. The tongue socket for uniting the tongue to the forward axle, consisting of the curved upright provided with the forwardlyprojecting ears or side plates for embracing the rear end. of the tongue, and the rearward- 1y-projectiug perforated ears or lugs for attachment to the king-bolt, substantially as described.

4. The tonguesocket H, having the forwardly-projecting ears or side plates, h and h, for uniting it to the tongue, the curved upright in, uniting said side plates, the lugs or cars If and h", for engaging the king-bolt, and the truss rod or brace K, substantially as described.

5. The pivoted axles provided with the for wardly-extending lever-arms, in combination with pivoted links connecting each separately,

with the pivoted tongue in front of the axle, substantially as described.

6. The pivoted axle-arms in combination with links connecting them with the pivoted tongue through ball-andsocket joints, sub stantially as described.

7 The extensible links for uniting the arms or levers on the pivoted axles with the tongue, composed each of the rod and a elevis adjustable thereon, and united to the aXlearm by a ball andsocket or universal joint, substantially as described.

8. The pivoted axle-arm provided with the lever-arm having the vertical longitudinal slot, in combination with the pivoted link for uniting said lever to the pivoted tongue, the clevis on said link and the through bolts or pins for uniting said clevis and axle lever-arm, substantially as described.

9. The detachable socket-plate for uniting the upright pivot of the axle-arm to the stationary axlebar, provided with the oil cup or receptacle, substantially as described.

10. The combination, with the stationary axle-bar, of the projecting axle-bar straps, the axle-arms provided with vertical sleeve pivots, the socket-pieces for uniting said pivots to said projecting straps,and the throughbolts for uniting said sleeve-pivots, socket pieces, and axle-bar, substantially as described.

11. The combination, with the fixed or stationary forward aXle,of the pivoted axle-arms, provided with the forward] y-proj ecting levers, and stay-chains connecting said levers with the double-tree, substantially as described.

12-. The combination of the stationary axlebar, the axle-arms pivoted thereto, the piv-- oted tongue, the doubletree, and stay-chains connecting said axle-arms and double-tree, substantially as described.

In testimony whereof I have hereunto set my hand this 11th day of April. A. D. 1885.

LORENZO D. HURD. Witnesses:

Tnno. 1). Gene, GEO. H. THoMPsoN.

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