US708949A - Motor-vehicle. - Google Patents

Description

Patented Sept. 9, I902.

E.-A. WRIGHT. MOTOR VEHICLE. (Application filed Dec. 13, 1900.)

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Np. 708,949. Patented Sept. 9, I902.

. E.' A. WRIGHT.

MOTOR VEHICLE.

(Application filed Dec. 13, 1900.) (No Model.)

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I I k 111: mums PUEIS co. FNDTO-LIT 104, yasmua'm. n cy No. 708,949. Patented Sept. 9, 190 2.J

E. A. WRIGHT.

MOTOR VEHICLE.

I (Application filed Dec. 13, 1900.1

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N0. 708,949. Pa'tehted Sept. 9, I902.

E. A. WRIGHT. .MUTOR VEHICLE. (App lication filed. Dec; 13, 1900.

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S ATE llNrTn Y EDGAR A. WRIGHT, OF CANTON, OHIO, ASSIGNOR TO THE AULTMAN COM- PANY, OF CANTON, OHIO, A CORPORATION OF OHIO.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 708,949, dated September 9, 1902.

Application filed December 13,1900. Serial No. 39,772. (No modeld To atZZ whom it may concern: of the machine as shown in Fig. 4.. Fig. Sis

Be it known that I, EDGAR A. WRIGHT, a a detail view of the forward axle, illustrating citizen of the United States, residing at Oanthe construction of the steering mechanism.

ton, in the county of Stark and State of Ohio, Fig. 9 is a plan view, enlarged, of the central have invented certain new and useful Imdriving mechanism. Fig. 10 is a longitudiprovements in Motor-Vehicles, of which the nal section on the line to w of Fig. 9. Fig. 11

following is a specification, reference being is a side elevation of the parts shown in Fig. had therein to the accompanying drawings. 9. Figs. 12 to 20 show details.

This invention relates to improvements in The vehicle illustrated is shown as having 10 motor-vehicles, the object being to provide atruck-frameandabody-frame. The truckmechanism by which the power can be apframe is formed of side bars A A, shaped, plied more efliciently and economically than preferably, as shown, to have the outwardlyit can be in any vehicles of this class with swelled central part and the narrower end which I am acquainted. I so construct and parts. This frame is secured. rigidly to the [5 arrange the parts that I can apply power to two transverse axles B B, the side bars resteach of the'four ground-wheels, and thus ing directly on the axles and being rigidly make available the entire tractive efficiency secured thereto. of those wheels; secondly, apply the power to The body-frame is indicated by C, it havthe wheels of the front pair equally at all ing the side bars 0 and the end bars 0, to-

20 times, though they are moving at different gether with suitablecross-girths,asatc The speeds and in paths of different radii, and, body-frame is supported on the truck-frame thirdly, apply the power to the rear wheels in by means of springs D, preferably arranged such way that theyalso shall be furnished with as shown, but which can be of any suitable an equal degree of power although moving form. The body-frame supports the motor 25 withdifferentperipheralspeeds,and,fourthly or engine. At present I prefer to employ, and particularly, apply the power to the rear and below describe, a steam-engine, parts of pair of wheels and to those of the front pair which will be referred to. But it will be unin such way that the two pairs can move in derstood that as concerns the power-transdifferent curves without interference from mitting parts of the present construction use 30 cramping or binding and without requiring may be made of any other suitable engine or that any wheel should slip in relation to the motor. others. The engine or motor drives directly a com- The invention also relates to matters of depensatinggearing,(indicated asawhole by E.) tail incident to what I at present regard as The form of gearing shown comprises the 35 the best form of machine for carrying out the power-receiving wheel a, carrying the bevelpurposes above set forth. pinions e, which mesh with the bevel gear- Figure 1 is a side elevation of a motor-vewheels 6 e adapted to revolve loosely on a hicle embodying myimprovements. Fig. 2 is shaft F, this shaft F being placed longitudia cross-sectional view on the line so so of Fig. nally of the vehicle-that is, so that the re- 0 1 looking toward the rear of the machine. ceivingwheel eand the main bevelwheels e Fig. 3 is a plan view with the flooring of the e rotate in transverse planes-whereby the platform-frame removed. Fig. 4 is a side mechanism as a whole is greatly simplified. elevation with the front and rear portions in The bevel-wheels c e are formed integrally longitudinal section on the line '3 y of Fig. 3. with or have secured to them friction-disks 5 Fig. 5 is an elevation of the forward truck, 6 6 The ends of the shaft F are secured in 5 partially in section. Fig. 6 is a sectional deblocks F F the latter in turn supported by tail view of a portion of the forward axle and straps F F, the straps being extended beone of the traction-wheels, illustrating the yond the blocks and formingsocketsforshaftmanner for supporting the forward axle-drivboxes, as hereinafter shown. The straps F 50 ing mechanism. Fig. 7 is a front elevation F are connected rigidly to two of the trans- Too verse "irths c b 1 han ers F F as shown the whole forming a firm support for the shaft F,

as shown more clearly in Figs. 10 and 13.

G ur are shafts mounted transversely of the vehicle and journaled by their inner ends in boxes at. g g, which are supported in the sockets in the straps F F. The boxes g g are flat at top and bottom, with curved sides, as shown in Fig. 16, (which represents one of the boxes detached,) which fit closely by their upper and lower surfaces in the sockets in the straps, the curved sides permitting a longitudinally-vibrating motion to the shafts G G. Each box is provided with a recess h, in which a bolt 7?, passing downward through the straps, passes to insure the retention of the boxes in their proper places in the sockets. This arrangement permits the outer ends of the shafts G G to swing slightly laterally toward and from the adjacent frictionwheels 6' 6 Upon the outer ends of the shafts G G are mounted other boxes g, each formed square or oblong at one poi tit and fitting slidably at these parts in guideways in a hangerframe G suspended from the cross-girths 0 as shown more clearly in Figs. 11, 17, and 19. Each of these shafts G G carries a sprocketwheel, (one indicated by H and the other by H,) these Wheels being preferably situated in the central longitudinal vertical planes of the vehicle. Power is transmitted to these shafts G G from the friction-wheels, above referred to, through friction-pulleys I I, each arranged to contact peripherally with one of the friction-wheels e 6 These pulleys are feathered to the shafts G G and can be moved longitudinally thereof toward and from the center of its friction-driver, this action permitting the variation of its speed and a corresponding variation in the transmitted power. The devices for I hus moving the friction-pulleys consist of a rock-shaft. J, having armsj, which loosely engage with the rings j, each fitting in a groove in the hub of the friction-pulleys e 6 The rock-shaft .T is actuated by a lever J within reach of the driver and connected to the rock-shaft by suitable links J as shown in Figs. 1 and b. The friction-pulleys can be each moved out from or into engagement with the frictiondriver by means ofarms K, two for each. box. Each arm K is secured to its box g by a threaded spindle is at its outerend, the inner ends of I the arms of each pair being joined by bolts which also connect them to a T- lever L.

The T- lever is pivoted at l to the frame G,

a bracket 6 on the latter serving to support the pivot and lever. L is a rod pivoted by one end to the T-lever and connected by its other end to a lever L near the drivers seat or platform. When the T-lever L is moved in one direction, the boxes g are caused to move inward, which draws the shafts G G toward each other, causing the frictiotrpulleys I to approach and press against the friction-drivers e 6 the opposite movement of the leverseparating the friction elements and stopping the transmission of power. The spindles 7c. of the arms K are journaled in lugs k 7& the holes for the spindles being elongated on their inner ends to permit the necessary flexibility of movement caused by the motion of the shorter ends ofithe T-lever L.

When the engine or motor and the main gearing E are in action and the pulleys I I are engaging with their drivers, the sprocketwheels H H will be rotated. These wheels respectively transmit the power by chains M M to the rear ground-wheels and to the frontground-Wheels, and as these chains are actuated by the different elements of the principal compensating gear they can transmit equal amounts of power although traveling at difierent speeds. The chain M extends to a line of counter-shafting at N N, the parts N N being in alinemeut transversely and su ppm-ted by beari ngs N on the frame A, and driven by a second supplemental compensating gear, (shown as a whole at O.) This comprises the receiving sprocket-wheel 0, the bevel-pinions 0, carried thereby, and the bevel-wheels o 0 The wheel 0 is keyed to the part N of the shaft, and the wheel 0 is keyed to the part N of the shaft. The part N of the shafting is connected to one of the rear ground-wheels by the sprocket-Wheels n n and the chain M The other part N of the shat'ting is connected to the other rear wheel by the sprockets n n and the chain a The other chain M connects the other element of the main compensating gear with the front driving-wheels, these also having two sets of driving devices, one for each sh aft being in ali nemen t transversely. Upon the outer ends of the two-part shaft Q Q, bevel-wheels q q are secured The front axle B supports the wheel-spindles R of the front ground-wheels. Each spindle has at the inner end a pivot-bearing 1-. Preferably the axleis forked, as at l), the pivot-bearing r being between the ends of the fork. Each spindle carries a crank-arm r, by which the spindles and wheels can be adjusted relative to the vehicle, as in steering, and the crankartns of the two spindles can be actuated by devices at the d rivers platform in any wellknown or suitable way. On the axis of the pivot S, which joins the spindle to the axle, and preferably upon an, upward extension of the pivot itself, is mounted a bevel-wheel S, it being double or formed of two wheels 3 s, secured together. The upper parts meshes with the aforesaid wheel q or the wheel g on the transmitting-shafting. The lowerpart s meshes with a bevel-wheel on. the front ground-wheel S The chain M, it will be seen, can drive the two front wheels, in whatever position they may be adjusted, with equal power, even though they be rotating with different; peripheral speeds.

The front shafting Q Q is mounted in a framework consisting of a rectangular standard T, rising from and bolted to the axle, the legs of this frame carrying boxes for the transverse shafting and the rectangular opening therein being sufficient to permit the mounting of the compensating gearing P. The outer parts of the shafting at Q Q are supported in boxes T T, which extend to points near the bevel-pinions q, and these boxes are held by uprights and braces tat their outer ends. The upright T is supplementally braced by braces 15.

The engine illustrated is indicated by U, it comprising two cylinders 26, with its pistons and rods connected to the crank-shaft U, having the gear-pinion 10 which engages with the power-receiving wheel 6 and the above-described compensating gearing at E.

The steam is supplied by piping V from the boiler V, which is preferably located upon the platform at the forward end, as shown in Fig. l. V is the water-tank, which may also be utilized as a seat for the driver.

The gear 13 is provided with a brake-surface p upon which abrake mechanism of any approved construction may be arranged to brake the machine.

What I claim is- 1. The combination of the truck-frame, the steering-wheels, the pivoting devices connecting the steering-wheels with the truckframe, the power-transmitting devices at the axis of the said pivoting devices for actuating thesteering-wheels, and a motor situated between the front and rear wheels operating in lines transverse to the vehicle and connected with said power-transmitting devices, substantially as set forth.

2. In a motor-vehicle, the combination of rear traction-wheels, front traction-wheels, a motor situated between said front and rear wheels and operating in planes transverse to the vehicle, power-transmitting devices extending longitudinally of the vehicle for transmitting power to said rear tractionwheels and to said front traction-wheels and power connections between the motor and said power-transmitting devices to actuate the same. a

3. In a motor-vehicle the combination of rear traction-wheels, front traction-wheels, a differential or compensating power device rotating in planes transverse to the vehicle, a motor situated between the front and rear wheels, operating in planes transverse to the vehicle and connected with said differential power device,and power-transmitting devices extending longitudinally of the vehicle for transmitting power from said difierential power device to said rear traction-wheels and to said front traction-wheels.

4. In a motor-vehicle, the combination of rear traction-wheels, front traction-wheels, two friction-wheels, capable of different rotation, situated below the main frame of the vehicle, a motor for actuating said wheels, supplemental friction-wheels adapted to engage the first friction-wheels, and powertransmitting devices extending longitudinally of the vehicle for transmitting power from one of said supplemental wheels to the rear traction-wheels and from the other of said supplemental wheels to the front traction-wheels.

5. In a motor-vehicle, the combination of rear traction-wheels, front traction-wheels, two friction-wheels capable of different rotation and turning in planes transverse to the vehicle, a motor for actuating said wheels, supplemental friction-wheels engaging said first friction-wheels and turning in planes longitudinal of the vehicle, and power-transmitting devices extending'longitudinally of the vehicle from said supplemental wheels to said front and rear traction-wheels respectively.

6. The combination of the vehicle-frame, the two steering-wheels adjustable relative to the frame, the two ground-wheels fixed in relation to the frame, the compensating gear having its two elements stationary relative to the vehicle-frame, and having its two elements respectively connected to the steeringwheels, the second compensating gearing having its two elements respectively connected to the fixed ground-wheels, and the intermediate compensating gearingturning in planes transverse to the vehicle and having its two elements respectively connected to the driving parts of the aforesaid compensating gearing, substantially as set forth.

7. The combination of the axles, the two wheels on each axle, the truck-frame, the body-frame, the engine on the body-frame operating in planes transverse to the vehicle, the engine-gearing comprising a compensating gear having two driven elements turning in planes transverse to the vehicle, the power-transmitting devices interposed between the engine-gearing and the two front driving wheels, and comprising a supplemental compensating gearing and the driving devices for the two rear wheels comprising a compensating gearing, substantially as set forth.

8. The combination of the axles, the two wheels on each axle, the truck-frame, the body-frame, the engine connected to the bodyframe and having its main driving-shaft longitudinal of the vehicle, the compensating gearing actuated by the engine turning in planes transverse to the vehicle and supported from the body-frame, the independent power devices for the front groundwheels, the compensating gearing between said power de- Vices, the two sets of driving devices for the rear ground-wheels, the compensating gearing between said devices, and two transmitting devices respectively connecting the first aforesaid compensating gear with the last two compensating gears, substantially as set forth.

9. The combination of the axles, the two driving-wheels on each axle, the truck-frame, the body-frame, the engine on the body-frame, the compensating gearing driven by the engine two friction-wheels driven by the compensating gearing, two sets of driving devices, one for each front Wheel, the compensating gearing interposed between said driving devices, friction-driven power-transmit ting devices connecting one of the aforesaid friction-wheels to the said compensating gearing two sets of driving devices for the rear ground-wheels, a compensating gear interposed between them, friction-driven powertransmitting devices connecting the last said gearing with the second aforesaid frictionwheel, substantially as set forth.

10. Thecombinationofthetruck-frame,the front pair of ground-wheels, the rear pair of ground-wheels, the engine or motor, the compensating gearing driven by the engine and mounted on a shaft longitudinal of the vehicle, the friction-wheels driven by the compensating gearing, the friction-pulleys on shafts transverse to the vehicles, and powertransmitting devices connecting one of the said transverse shafts with both of the front ground-Wheels, and transmitting devices connecting the other transverse shaft with both of the rear ground-wheels, substantially as set forth.

11. Thecombinationofthetruck-frame,the

'two shafts mounted thereon, the pair of ground-wheels mounted in fixed positions relative to the truck-frame, a pair of groundwheels adjustable on the truckframe for steering, the two sets of compensating gears, one connected to the two fixed wheels and one connected to the two adjustable wheels, the intermediate compensating gearing, comprising transverse friction-wheels and longitudinally-turningfriction-wheels,I,powerdevices for actuating the intermediate gearing, and two trains of power-transmitting devices, one connecting each of the aforesaid sets of compensating gears with the intermediate compensating gearing, substantially as set forth.

12. In a motor-vehicle, the combination of rear traction-wheels, front traction-wheels, a differential or compensating power device rotating in planes transverse to the vehicle and situated between said front and rear wheels, a motor for actuating said differential power device, longitudinally-turning chain-wheels, H, II, operated by the separate power elements of said differential power device re spectively, and longitudinally extending chains, M, M, for driving said rear and front traction-Wheels.

13. In a motor-vehicle, the combination of ends of said shafts, means for moving the lat-' ter bearings, a compensating gearing between said shafts, having drivingwheels, driven wheels on said shafts, front and rear tractionwheels driven from said shafts, and means for actuating the compensating gearing.

15. In a motor-vehicle, the combination of the vehicle-frame, the traction-wheels, a compensating gearing comprising pinions and driving elements or wheels at the sides of said pinions, said pinions and wheels having intermeshinggear-teeth and also having curved surfaces engaging bya smooth rolling contact limiting the depth of engagement of said teeth, a motor for actuating said gearing, and means for driving the traction wheels from said gearing.

16. In a motor-vehicle, the combination of the vehicle-frame, straps F F supported thereby, a compensating gearing, having a shaft supported in the inner parts of said straps, bearings supported in the outer parts of said straps, shafts at the sides of the compensating gearing driven thereby, and having journals in said bearings, traction-wheels driven from said shafts, and means for actuating the compensating gearing.

17. In a motor-vehicle, the combination of front steering and traction wheels independently mounted by vertical pivots, gearwheels on said traction-wheels, double-faced pinions, S, mounted in vertical line with said pivots, the lower face of said pinions engag-.

ing the gear-wheels of the traction-wheels, and means for engaging and driving said pinions on their upper faces, said pivots being extended and forming journals for said pinions.

18. In a motor-vehicle, the combination of a steering truck-frame, a transverse axle carrying the same, steering and traction wheels mounted on vertical pivots at the ends of said axle, transverse frame-bars forming a part of the truck-frame, an upwardlyextending frame carried by said axle, a transverse driving-shaft on said upwardly-extending frame, means whereby said tractionwheels are driven from said shaft, and braces extending from the upwardly extending frame to said transverse frame-bars.

19. In a motor-vehicle, the combination of rear traction-wheels, front traction-wheels, a

roaeae and from said friction-surfaces, supplemental friction-wheels longitudinally movable on said shafts and turning in planes longitudinal of the vehicle, means for moving said shafts toward and from said gearing to engage and disengage the supplemental wheels, and means for moving the latter wheels longitudinally on their shafts, substantially as set forth.

In testimony whereof I affix my signature :5

in presence of two witnesses.

, EDGAR A. WRIGHT.

Witnesses:

W. R. BAXTER, PRIMUS PHILIPPI.

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