US378145A - Spring vehicle - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

v W. PELL.

' SPRING VEHICLE.

N0. s'7S;145.- Patented Feb. 21, 1888.

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(No Model.)

H. W. PELL.

SPRING VEHIGLE. No. 378,146. Patented Feb. 21, 1888.

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i FFlfiEt HENRY W. FELL, OF ROME, NEW YORK.

SPRING-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 378,145, dated February 21, 1888.

Application filed September 12, 1887.

To aZZ whom it may concern.-

Be it known that I, HENRY W. PELL, of Rome, in the county of Oneida, in the State of New York, have invented new and useful Improvements in Spring-Vehicles, of which the following, taken in connection with the accoinpanying drawings, is a full, clear, and exact description.

lhis invention relates to the class of spring vehicles usually designated duplex springvel icles, in which two semi-elliptic springs are arranged at opposite sides of and parallel with the axle and hung on the same.

The invention in one respect relates more particularly to the devices for hanging the spring on the axle, as shown in my Letters Patent "No. $64,284:, dated June 7 1887.

My present invention consists in an improved construction of said spring-hanging devices designed especially for. the hanging of duplex springs on the axle; and theinvention also consists in improved devices for mounting the iiitlrwheel and the bolster on the central portions of the duplex springs, respectively, over the front axle and rear axle, and at the same time sustaining said central portions of the springs of each set equidistant apart, all as hereinafter fully described, and specifically set forth in the claims.

In the annexed drawings, Figure l isafront elevation of the forward axle and springs connected thereto. Fig. 2 isan enlarged perspective view of one end of the duplex spring and its attachment to the axle. Fig. 3 is a vertical section of the same, taken through the center and in a plane parallel with the couplingbolt. Fig. l is an inverted plan view of the bracket on which the springs are hung. Fig. 5 is an edge view of one of the coupling ends of the springs. Fig. 6 is a top plan view of the saddle which is mounted on the forward spring with the upper circle of the fifth-wheel mounted on said saddle. Fig. 7 is a front elevation of the same. Fig. Sis an end elevation. Fig. 9 is a top plan view of the saddle without the upper circle of the filt-lrwheel. Fig. 10 is a rear elevation of the trusses mounted on the central portion of the rear springs. Fig. 11 is a top plan view of the same; and Fig. 12 is a vertical transverse section on line a; .t', Fig. 11.

Serial No. 249,418. (No model.)

Similar letters of reference indicate corresponding parts.

A represents the axle, which may be either straight or downwardly deflected in the form of the so-called coachbed axles, as shown in the drawings. To the end portions of said axle, either at the top or bottom, though preferably at the top, as shown, I rigidly secure brackets B B, either by bolts or by clips 9 g, as shown, or by any other suitable and wellknown means. Each of these brackets has rigidly attached to it and preferably formed integral with it a barrel, 1', which projects at right angles from the front and rear of the axle, and has an eye or bolt-hole extending longitudinally through it for the reception of the bolt 0, by which the springs are hung on the bracket.

S S represent the springs, which are of the so-called semi-elliptic form and arranged at opposite sides of and parallel with the axle. These springs I provide at each end with a rigid abruptly upwardly-turned crank, a, and with an eye, 6, on the end of said crank similar to the stirrup Tin myprior pat-cut hereinbefore referred to, but preferably formed integral or in one piece with the spring, as illustrated in Fig. 5 of the drawings, the aforesaid cranks being maintained in the same ver' tical plane with the main portion of the sprin The barrel 1' is provided on the under side of its projecting portions with openings 8 3, into which the eyes 0 e of the two springs S S are inserted and coupled to the bracket or its barrel by the bolt 0, passing through the eyes of the springs.

The springs S S, with their rigid cranks ca,

act similar to the spring with the stirrup attached thereto, as shown in my prior patent, No. 364,284-i. 0., the longitudinal swaying oi' the springs toward one side of the vehicle is prevented. When the springs are subjected to aload,ihe straightening and consequent longitudinal expansion of the springs crowds the cranks a a, at opposite ends of the springs. with equal force outward, and this outward strain on the cranks prevents the springs from being depressed below a horizontal line, and also maintains the springs with their centers over the center of the runninggear.

On top of the central portions of the springs I S S, connected to the rear axle, I mount metallic trusses f f, which span across the springs and are rigidly securedthereto, preferably by bolts'or rivets passing vertically through the feet of the trusses and through the springs. The bottom of the feet of said trusses are formed with downward-projecting shoulders to u, by which they bear against opposite edges of the springs, as shown in Fig. 12 of the drawings, and thus effectually maintain the springs equidistant apart. The central portion of each truss rises and is thoroughly braced, as shown, at t, to impart ample strength to the truss. The top of the truss .is formed with a recessed seat, 12, for the reception of the bolster, as indicated by dotted lines in Figs. 10, 11, and 12 of the drawings.

In lieu of the usual head-blocks heretofore mounted on the springs over the forward axle, I employ a metallic saddle, D,which is formed with a central arch, Z, standing lengthwise the springs and central between the same, as shown in Figs. 6 and 7 of the drawings, and at the ends of said arch the saddle is formed with the trusses ff, which are similar in form to those before described and stand at right angles to the arch and span across the two springs upon which they are mounted and rigidly secured, preferably by bolts m m, passing through the feet of the trusses and through the springs, said bolts serving at the same time to tie together the leaves of the springs. Over the center of the archZ the saddle D is formed with the pivotal hearing it for the superincumbent fifth-wheel plate which is provided with a corresponding bearing and connected thereto by a bolt, 19, passing through the center thereof. From the trusses f f extend horizontally the arms 0 0, on the free ends of which are thesections 1; tot thelower circle of the fifth-wheel, said armsoo and fifth-wheel sections '5 2' being formed in one piece with the saddle D.

It will be observed that the described saddle dispenses with the usual head-blocks heretofore mounted on the springs, and said saddle is simple in construction,easily molded and cast, and serves to effectually sustain the central portions of the springs at a uniform distance apart. Besides this the central portion of the springs between the trusses ff is left free to exert its elasticity, whereas the usual headhlocks tie the central portions of the springs, so as to deprive them of their elasticity.

Haringdescrihed my invention, what I claim as new, and desire to secure by Letters Patent, 1s--- 1. The spring S, having its attaching ends formed with the abrupt upwardly-bent crank a, maintained in the same vertical plane with the main portion of the spring, substantially as described and shown.

2. The spring S, formed with the abrupt upwardly-bent cranks a a, and with the'eyes e e on the ends of said cranks, all integral with the spring and in one and the same vertical plane, substantially as described and shown.

3. The combination,with a vehicle-axle and brackets secured to the end portions of said axle, of springs arranged at opposite sides of the axle and terminated with rigid abruptly upwardly turned cranks and hung by said cranks on the aforesaid brackets, as set forth.

4. .The combination, with the axle A, of the brackets B B, rigidly mounted on the end portions of the axle and formed with the barrels 'r TpplOjBClilDg at right angles from opposite sides of the axle, the springs S S, terminated with abrupt upward cranks a a, and with eyes 6 e on said cranks, and coupling-bolts c 0, pass ing through the barrels and eyes of the springs, substantially as set forth.

5. In combination with the cross-springs S S, the saddle D, formed with the trusses ff, spanning across the springs, and with the pivotal bearings h and fifth-wheel sections t z, all in one piece, substantially as described and shown.

6. In combination with the cross-springs S S, the saddle D, formed with the central arch, Z, standing lengthwise the springs, the trusses f f, spanning across the springs at opposite ends of the central arch, the pivotal bearing h over the center of the arch, the arms 0 0, extending from the trusses, and the fifth-wheel sections 1' ion said arms, all formed in one piece, substantially as described and shown.

In testimony whereof I have hereunto signed my name, in the presence of two witnesses, at Syracuse, in the county of Onondaga, in the State of New York, this 6th day of September, I

H. P. DENISON, G. L. BENDIXON.

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