US373704A - Vehicle - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1. E. D. WELLER.

VEHICLE.

No. 373.704.. Patented Nov. 22, 1887.

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WITNESSES:

2 Sheets-Sheet 2.-

(No Model.)

B. 1). WELLER.

VEHICLE.

Ne. 373,704. Patented Nov. 22, 1887.

INVENTUR I ATV/M;

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UNITED STATES EUGENE D. \VELLER, OF PHILADELPHIA, PENNSYLVANIA.

VEHICLE.

SPECIFICATION forming part of Letters Patent No. 373,704, dated November 22, 1887,

Application filed January 15, 1857. Serial No. 224,396.

To all whom it may concern:

Be it known that I, EUGENE D. WVELLER, of the city and county of Philadelphia, in the State of Pennsylvania, have invented certain new and useful Improvements in Vehicles, of which improvements the following is a specification.

My invention has relation to vehicles having longitudinal side springs provided with spring-bars, to which the vehicle-body is secured; and it has for its object to utilize these spring-bars as auxiliary or supplementary springs for supporting a weight or load in excess of that which the side springs are constructed or calculated to carry, and for resisting the downward heavy thrusts of the load incident to traveling over uneven or rough roadways, said spring-bars coming into action at or near the time at which the normal rei sistance of the side springs is overcomathereby relieving or protecting them from any injuri ous strains due to overweight and excessive downward thrusts.

My invention has for its further object to elastically support the ends of the vehiclebody upon the spring-bars, to afford greater ease of riding, and to further protect the side springs as well as the spring-bars from the strains incident to overweight and to downward thrusts when the ends of the spring-bars are in action, to relieve the side springs from such weight and thrust. To accomplish these described results theends of the springbars are free and are extended to project beyond the front and rear axles or bolsters, and these free ends are so constructed and arranged that they are elastic and act as auxiliary or supplementary springs when they impinge against the axles 0r bolsters.

The terms axles or bolsters, as herein cmployed,arein a measure usedsynony mously, so as to include axles with or without bolsters. It bolsters are secured to the axles, the ends of the spring-bars strike against the bolsters, and if the latter are not used the ends of said bars impinge" against the axles. In no case do said ends meet or strike against the ends of the side springs. Furthermore, both the front and back ends of the springbars, or either of said sets of ends, if desired, are connected at suitable points or locations by transverse (So model.)

springs which at their middle parts or cam her are secured to the vehicle-body at a poin between the transverse center line and th ends of the body. These transverse spring are so located and attached to the spring-bar and to the vehiclebody that its load or weigh does not rest on them, and they do not act 0 take any weight or resist any downward thrus until the spring-bars are in action, when,i further aid is required for the springbars t enable them to resist the overweight and down thrust, thetransverse springs then come inn action to do so.

My invention accordingly consists, first, o a vehicle having longitudinal side springs spring-bars secured to theside springs and hav ing free elastic ends which extend to and be yond the rear and front axles, and a body so cured to the springbars at or near their ce'n ters; second, of a vehicle having longitudina side springs, spring-bars secured to the sidl springs and having free elastic ends prefera bly projecting to and beyond the front ant rear axles, a body secured to the spring-bars and cross or transverse springs secured at thei. ends to the elastic extremities of the spring bars and at or near their middle to the button of the vehicle-body; and, third, of the combi nation, construction, and arrangement of parts as hereinafter more particularly described ant claimed.

Before describing my improvements in de tail I here premise that they are applicable tl the usual or other form of sidespring vehi cles, and to that form of the same having double sectional perches, the center ends 0 which are coupled to the center portions of thl side springs, a type of which is shown in pending application filed by me on the lot day of January, 1887, Serial No. 252L395, ant I have therefore illustrated my improvement: applied to both said types of vehicles.

Referring to the accompanying drawings Figure 1 represents a perspective of a run hing-gear for vehicles, showing spring-bar: having free elastic ends in accordance witl my invention secured to the side springs Pi 2, a perspective of central coupling de vice for double sectional perches, showing the several parts thereof in their respectivl posit-ions, with a section of one of the perche:

journaled therein; Fig. 3, a vertical longitudinal section of an ordinary construction the front and rear bolsters, if used, attached to the axles in any well-understood or suitable manner.

C are the side springs, suitably attached to the rear and front axles or bolsters, or, as

shown in Figs. 1 and 3, so that the ends of the springs are preferably below the top of the axles or bolsters, as and for the purpose hereinafter to be described.

To the camber or middle portion of the side springs, O O, are firmly secured springbars G G, respectively. In the drawings these springbars are shown secured to the side springs by'clipsg and g,- butxit is obvious that they may otherwise be fastened tothe spring bars,as deemed expedient. These springbars have free ends which extend to and beyond the rear and front axles above the same, and

these free ends are preferably bowed or curved downwardly toward the axles, as illustrated, seats to bring the ends suitably near to the axles. These spring-bars are preferably made of wood to secure lightness of material compatible with strength and neatness of finish and design, if desired; but any other suitable material may be employed.

J is the vehicle-body, secured in any suitable manner to the spring-bars G G. drawings iron body-supportsHand H,clipped to said bars, are shown to effect such securement;

From the foregoing it will be noted that the ends of the side springs are in a plane below that of the top of the axles or bolsters; that the spring-bars preferably follow the line of the side springs or are in the same vertical plane; that the vehicle-body is secured to the springbars; that the free elastic ends of the latter curve or how downwardly away from said body and toward the axles'or bolsters, and that the extreme ends ofthe spring-bars stand over and are located a short distance above theaxles or bolsters, said distance being more or less in accordance with theamount of action desired for the free ends of the springbars. The side springs, therefore, carry or resist their normal load only, or that which they are intended or constructed to support, to afford easy riding, and any undue weight or overload or downward heavy thrust upon the springs due to such extra weight or to the con dition ofthe roadway at once brings the free elastic ends of the spring-bars into resting impingement upon the axles or bolsters,'causing said ends to take up or resist such overweight and thrust, and as these free elastic ends of the In the spring-bars do not strike or bind against the ends-of the springs, the movement of the latter is not cramped or restricted when these elastic ends of the side bars are in action. The weight or thrust which induces their action produces no injurious straining of the side springs. More especially so is this the case when the ends of the side springs have a free or sliding connection with the bolsters, as shown in Fig. 1 and as fully described in said pending application.

To prevent any annoying tapping noise of the ends of the springbars on the axles or bolsters, elastic pads or cushions h and h are socured in any desired niannertothe undersides of said ends.

As the ends of the spring-bars only come into action after the normal resistance of the side springs is overcome, and in coming into action relieve theside springs, I designate these'spring-bars spring'bar relays, to distinguish them from the usual or other springbars which do not have this relay function.

To further protect or relieve the side springsof the injurious strains resulting from overthe spring-bars of corresponding and other strains when in action, I prefer to connect either or both sets of their elastic ends by transverse springs K, which I designate as crossspring relays, which are-also secured at or near their middle portions to the bottom of the vehicle-body. These cross-springs are located more or less distant, as desired, from the central connection of the side springs and spring bars, and are preferably of a halfelliptical configuration, as shown. As the body J is secured to the spring-bars and their free ends curve downwardly from the body,

-weightand from downward heavythrust,aswell I as to relieve or protect the free elastic ends of IOO the employment of the springs K does not give any support to the body of the vehicle, nor do they come into play until the springbar relays are in action.

My improvement-s may be applied to singleperchside-spring vehicles, as shown in Figs. 3 and 4, or to double sectional perches, as indicated in Fig. 1. In the latter case I prefer to couple the center ends of the perches to the side springs and connect the rear sections of the perches to'the rear axles by crossing trussrods having tie-rods, as fully shown and described, and for the purposes set forth in my said pending application--that is to say, D and D are perches centrally journaled in the coupling devices E, and having their extremities attached by means of clips to the axle and bolster. The central coupling device, E, is held rigidly to the foundation-spring O or O by the spring-clips F. This central coupling device, E, made of any suitable metal, is preferably constructedin two parts, eand e,which are the box and main plates, having flanged sloping sides- 6 and ears eiprovided with holes therein for the insertion of the-cl-ipshanks e, secured in place by means of nuts. The boxplate 6 has a leg, e, dovetailed at the bottom l'IO of the main plate 6. The two plates are fitted solidly together by passing the shanks of the clips 6 on each side of the coupling device through the openings in the ears 6 and fitting nuts thereon. The internal extremities of the clips are fitted to place by passing a set-screw, c, upward through the bottom of the main plate a and through openings in the clips and box-plate e.

In the box-plate e, on each side of its leg, journal-boxes f and f are provided for the reception of the journals (1 and d of the perches D and D, held therein by means of metallic washers at", having pins secured in one side of each washer and fitting into slots formed in the side walls of the journal-boxes of the plate e. This metallic washer ti and receiving box-plate e are made of anti-friction metal. A curved face is preferably given to the washer, in order that it may conform to the contour of the journals of the perches, having a flanged bottom rim curved transversely to that of its face, as shown in Fig. 2, for firmly supporting an elastic presser, e, inserted between the clip 0 and the metallic washer d The several parts being secured to place in the manner above described, thejonrnals cl and d of the perches D and D will be snugly held in position in theirjournal-boxesfandfwithout rattle or squealnwhile the perches at the same time will be free to move synchronously with the vertical action of the foundationsprings G and G, either upward or downward; and, furthermore, in case the two axles should cant in opposite directions in the movement of the vehicle,which they are likely to do, the journals of the perches will cant similarly with out strain, as the anti-friction metallic washer (Z' and elastic presser e of the coupling device easily yield, compensating for any and all such movements of the vehicle.

In the space between the journal -boxesf and f of the box-plate e, and along the leg e thereof, is provided a series of vertical holes which extend through the box and back plates, and through which holes the shanks of the clips encircling the foundation-springs O and O are inserted and held firmly thereto by means of nuts, so that, when desired, the central coupling device may be mounted higher or lower, as may be desired, by simply removing the nuts from the clip-shanks and insert ing them in an upper or lower set of holes in the central coupling device.

To the rear axle, A, beyond where the respective side springs are suitably supported, are attached by means of clips truss-rods I and I. The truss-rod I, for instance, as shown in Fig. 1, is secured to the axle A by means of a clip, 2', and thence reaches therefrom in a practicallystraight line or inclining slightly downward to the perch D',where, by means of bolts 2", passing through the T-shaped strut '5 the trnssrod I is secured to the perch D, thence sloping in an upward direction to the opposite perch, D", at a point j ust below where the shank d of this perch l) rises, at which point it is suitably clipped thereto. The respective trussrods at their crossing receive a bolt and nut, i, j

for holding them tightly together. The other truss-rod, t, in a similar manner is secured to the axle A by means of a clip, '5, and thence reaches therefrom to the perch D where it is fastened by means of bolts passing through the 1 T-shaped strut i to the perch, thence inclining upwardly to the extremity of the perch D, where it is fastened to the same by means of a clip, 13.

The respective truss-rods are provided with l tie-rods i for furnishing additional strength to them, at a point near where the struts are secured to the under-sides ofthe perches, whereby through this arrangement of the truss-rods to the perches and axle, respectively, the inner extremities of the perches are upon them, as shown and described.

As in some instances one or both of the crossspring relays may be dispensed with, I do not wish to be understood as limiting my inven 1 tion to the construction and arrangement herein illustrated and set forth, and the spring-bar relays and cross-spring relays may be made and located as desired in practice for best satisfactorily accomplishing the end and purpose desired, without, however, departing from the spirit of the invention.

What I claim is- 1. In a vehicle, the combination of front and rear axles, side springs connected to said axles, a body secured to spring-bars, which in turn are secured to the sidesprings, and said springbars having free elastic ends extending to and beyond the axles above the same forimpingement against the axles, to act as relay or auxiliary springs when the normal resistance of the side springs is overcome, substantially as set forth.

2. In a side-spring vehicle, spring-bars hav-v ing free elastic ends, which have a rest-ing im pingement upon the front and rear axles or bolsters, to serve as auxiliary springs when the normal resistance of the side springs is overcome, substantially as set forth.

3. In a side-spring vehicle, spring-bars having free elastic ends having on their extremities rubber or elastic pads h h, for resting impingement against the front and rear axles or bolsters, to serve as relay or auxiliary springs when the normal resistance of the side springs is overcome, substantially as set forth.

4. In a side-spring vehicle, spring-bars having free elastic ends for resting impingement upon the front and rear axles when the normal resistance of the side springs is overcome, a body affixed to the springbars, cross-springs secured at their cambers ormiddle portions to the bottom of the body and at their ends to the free elastic ends of the spring-bars, and said cross-springs co ming into action when the free elastic ends of the spring-bars are in service as auxiliary springs, substantially as set forth.

5. In a side-spring vehicle, spring-bars hav ing free elastic ends, crosssprings connecting said ends, a vehiclebody secured to said spring-bars and cross-Sp rings, and said spri ngbar free elastic ends and the cross-springs being arranged to come into action successively when the normal resistance of the side springs is overcome, substantially as set forth.

6. In a sidespring'vchiclc, springbars having free elastic ends, cross-springs connected at their extremities to the free ends of the springbars, and a vehicle body secured to the middle portions of the spring-bars and to corresponding portions of the cross springs, substantially as set forth.

7. In a vehicle, the combination offront and rear axles, side springs connecting said axles ortheir bolsters, sectional perches having their center ends coupled to the side springs, sp ringbars secured to the side springs and having free elastic ends for resting impingement against said axles or bolsters when the normal resist ance of the side springs is overcome, and a vehicle-body secured to the springbars, substantially-as set forth.

8. In a vehicle, the combination of front and rearaxles, side springs connecting said axles or their bolsters, sectional perches, verticallyadjustable couplings for securing the center ends of the sectional perches to the side springs,

springbars secured to the side springs and 6 having free elastic ends for resting impingement against said axles or bolsters when the normal resistance of the side springs is overcome, and a vehicle-body secured to the spring bars, substantially as set forth.

9. In a vehicle, the combination of front and rear axles, side springs connecting said axles or their bolsters, sectional perches havingtheir center ends coupled to the side springs, crossing strut-rods having tie-rods connecting the rear axle to the rear perch-sections, springbars secured to the side springs and having free elastic ends for resting impingement against said axles or bolsters when the normal resistance of the side springs is overcome, and a vehicle-body secured to the spring-bars, substantially as set forth.

In witness whereof I have hereunto set my hand in the presence of two subscribing witnesses.

E. D. WELLER.

Witnesses:

ANDREW ZANE, J r., HERMANN BORMANN.

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