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Патент USA US2132450

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Qct. 11,1938.
A. M. WOLF‘ .
Original Filed April 7. 1932
I ‘11 Sheets-Sheet 1
Oct. 1-1, 1938'.
‘A. M..WCY)Iv_F
Original Filed April- 7,v 1952
11 Sheets-Sheet . 2
Oct. 11,1938.
A. M. WOLF .
2,132,450 .
Original Filed April 7. 1932 i
11 Sheets-Sheet‘ 5
Oct. 11, 1938.‘
Original Filed April 7, 1932-
11 ‘Sheets-Sheet 4
‘Oct. 11; 1938.
2,132,450 '
Original Filed April 7. 1932
' 11 Sheets-Sheet 5
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Original Filed April 7, 1932
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Original Fil_ed April 7,. 1932
ll Sheets—_$heet 7
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Original Filed April 7, 1932
,ll Sheets-Sheet 8
Oct. 11, 1938.
Original Filed April 7, 1932'
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A. M.‘_WOLF_
‘Original Fil‘ed‘ April 7, 1932 ‘ 11 Sheets-Sheet l1
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RUE. ,
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' Patented‘ Oct. -11, 1938
2,132,450 -
Moron vsmcuc
Austin M. Wolf, Plain?eld, N. 1.
‘Application April 1, 1932, Serial No. 603,701
Renewed June 25, 1937
27 Claims. (01., 180-54)
when driving with one engine, the other gear box ‘
This invention relates to. motor vehicles, par
ticularly, for the carrying of passengers. There is inoperative. This control comprises an inter- \
locking mechanism so that the one ' gear . box
has been a steady increase in the power of en
gines used for this service in order to impart ac-,, cannot. be’ made inoperative, or ‘brought back into
5 celerating and speed possibilities of busses simi-> action, without the shifting mechanism of they 5
lar~to that of passenger cars. Twelve cylinder other gear boxbeing in the neutral position.
engines are now being used for this service, re
sulting in a power plant that is very hard to re
move and handle on the maintenance end. Fur
10 thermore, the abnormally large engine is a very
inefficient prime mover when the bus is only
lightly loaded. Furthermore, these large en'-v
gines, due to their small production, are very
vide a plurality} of power plants, each one being
easily removed and obtainable in the market at
A further object is in the use of \all the power
20. plants for maximum duty and to be able to run
frame height which gives a low door opening,
but in order to provide for driving axle clearance
the ?oor does ‘not follow the top of the frame but
slopes up toward the driving axle. The frame
and body in'my constrcution ‘are of the unit type 20
on one power plant when the service is light as
and the center frame members are inclined down
between rush hours. It is also possible to run the
vehicle with one engine and with the other power
members are horizontal and support the body '
plant entirely removed from the vehicle.
to provide clearance over the driving axle hous
ing._ Many vehicles are produced with a low 15
The primary object of this invention‘ is th pro
a low
- A further object of; the invention is to ‘provide
for the use, of a standard driving axle without
the need of ‘resorting to a special construction of
this unit.
A further object of the invention is. to provide
a frame construction, eliminating the customary
ramp that is incorporated in the ?ooring in order
A further object of the invention is to provide
means for driving the necessary accessories such
as the generator and air compressor by other
mechanism than that directly on the engine.
ward toward the front while the, outside frame
posts and sheathing.
A further object of the invention is to provide 25‘
a cooling system at the rear of the vehicle, in
which ample air circulation is established to car
ry away the heat from the radiator cores.
A further object of the invention is to provide
LThe relatively small individual engines that I '
a rear exhaust system ,which isdischarged at the so
so utilize are built only for small capacity acces
sories, and it would entail considerable cost to root level in order to provide thorough di?usion ’
change over a standard engine so as to provide a of the exhaust‘ gases with‘ the surrounding at
special driving mechanism. In placing the ac ‘mosphere. This exhaust system is- also used for
cessories in the power transmission line between ventilation purposes.
I have shown my invention incorporated in a 35
35 the engine and-the driving axle, these accessories
are relieved of engine accelerations, such as oc n‘trolley" type bus. This type of vehiclev is most
cur while speeding up through the, lower gears. admirably adapted for transportation in dense c_enters._ In order that \no obstruction be located
In rotating in proportion to the rear wheel revo
in the loading ‘space, the power plant should be
lutions, the accessories are relieved of‘ such dam
m aging conditions.
in the extreme rear.
Any possibility of noise, ‘4°
smell or heat is con?ned to that portion. of the
A i’urther object of the invention is in the abil
ity to drive the above‘ mentioned accessories‘ vehicle 'where there are'not passengers and there
through the .power transmitting mechanism
without having to put the‘ vehicle into motion.
fore any harmful results therefrom would be ex
ceedingly remote.
‘ k
‘A further object of the invention is in the pro- -. ,_ Still further objects of the invention will ap- 45
vision of driving the above. mentioned accessories pear as a description‘ thereof proceeds with ref
by one engine and providing an interlock on the erence to the accompanying drawings in which,
Fig. 1 is a plan view of.,a bus chassis.
gear box control, making the gear box of the
Pig. 21s a sectional elevation view on line A-A
‘other engine‘ inoperative when the accessories
50 are driven and the vehicle is not in motion. It is
also possible to prevent ‘operation oi’ the second '
engine while the iirstone is driving the accessd-J
A further object or the invention is to provide
'3 a control mechanism for the
boxes'so that
' Fig. 3 is an enlarged view of’ the engine on the
same line A-A of Fig. 1.
Fig.4isa rearview otthebuarestrictedto
the engine compartment.
I’ g
Fig. 5 is a transverse view on line 3-8 of Fig. 5;
' 2
2,132,400 '
1, with the gear boxes removed from the engine.
Figs. 6 and 7 show a hand truck for removing
the individual power plants.
Fig. 8 is a transverse view similar to Fig. 5, but
with different engine mountings.
Fig. 9 shows a spacer member which is 'used
when one of the engines is removed.
Figs. 10, 11, 12 and 13 show the frame construc
tion incorporated in my invention.
Fig. 14 is a sectional view of the transfer case.
25, 26, 2'7, 28, 29 and 30. The gap between these
members adjacent the wheels provides for the
wheel house at each of these points and a curved
member connects the outside rails at these points.
Cross members 2|, 32, 33, 35, 35, 36 and 31' run
support the outside frame members at their ex 10
tremities. A cross member 38, extends between
the central members slightly ahead of the driving
axle; At the rear of the vehicle outriggers 39 and
Figs. 16, 17, 18, 19, 20, 21, 22, 23, 24, 25 and 26
are destails of the general mechanism shown in
Fig. 1 .
and at the same time provides a low entrance.
The outside frame members consist of the rails
‘ beneath the central frame members 2i and 22 and
Fig. 15 is a layout of the control mechanism for
the engines, clutches, gear boxes, brakes and ac
cessory drive.
the customary ramp used by bus body builders
40 run from the central memberso'to the outside
members instead of extending all the way across. 15
This is necessary in order to remove the power
Figs. 2'7 and 28 ‘show a control mechanism, ' plant as will be explained later. A removable
making one engine inoperative while the other cross member ll unites the central members at engine drives the accessories.
the rear.
Fig. 29 shows the exhaust system with roof
level discharge.
It will be noted from Fig. 2 that whereas the
central frame members slope down from back to ,
Figs. 30 and 31’ indicate a cooling air ?ow from
a side of the vehicle.
front, the body proper is horizontal. The bottom
of the sheathing which is supported by the out
Fig. 32 indicates the streamline air ?ow around
side members runs parallel to the ground.
the vehicle, whereby the vacuum at the rear of - door opening 24 is perpendicular-thereto.
the vehicle is concentrated over the area of the
The front axle l5 and the rear axle 5 are at
tached to the frame in the customary manner,
Figs. 33, 34, 35, 36, 37, 38, 39, 40 and 41 show
various means of utilizing the air currents for the
30 cooling system.
Figs. 42, 43, '44, 45, 46, 47, 48, 49, 50 and 51 show
semi-elliptic springs being shown. The steering
gear‘46 actuates the front ‘axle through the drag—
link 41.
Referring to Figs. 3, 4 and 5, it will be noted
various rear-located engine arrangements.
that the engines are provided with radiators 5i
Fig. 52 indicates an axle construction in which - and 52. Brackets 52 extend from the engines to
' the center portion is at a lower height than is support the radiators directly. A rubber mount
$5 customary.
ing 55 is used to cushion the radiator from engine
Figs. 53, 54, 55, 56, 57, 58, 59, 60, 61, 62 and 63 vibration. A stay rod 55 braces the top of the
show various front-located engines utilizing the - radiator, in spaced relation from the engine. The '
same principles of my invention. Figs. 59, 60, 61, feet 56 form a support for theengine on a detach
62 and>63 show details of the engines themselves. able cross member li through the intermediary
Figs. 64,65, 66, 67, 68, 69, 70, 71 and 72 show of the rubber mountings 51 and the brackets‘ 56.
- ‘various centrally mounted engine combinations.
At the‘ bell-housings 60 and 6| of the engines
Figs. 73, 74 and '75 show various combinations are the supportingbrackets 62 and 63. They
incorporating a four-wheel drive.
terminate in ‘the, tapered portion 64 which ?ts
Figs. 76, 7'7, 78 and 79 show a control mecha
into the internally tapered sleeve 65, The latter
45 nism in which the gear shifting lever is mounted is mounted in the brackets 66 and 61 through the
directly over one gear box.
intermediary of the rubber sleeve 66. A bolt 69,
Like reference characters indicate like parts by means of nut ‘Ill and washer ‘ll, draws the
throughout the several views.
tapered members together and holds them in
The engines i and 2 together with the gear rigid relationship.
50 boxes 3 and 4 are located to the rear of the driv
In order to removev either or both engines, I
ing axle 5. Propeller shafts 6 and 1 convey the propose to use a hand truck shown in Figs. 6
. drive to the transfer case 8. Ivprefer to place and 'l. which consists of the U-shaped member 10
the slip joint at the rear of the gear box and place to which are pivotally attached the legs ‘H and
the ?xed joint adjacent the transfer case 8. This 12. The wheels 13 are attached to the extremity
arrangement is shown in Fig. 1; Power is then of these legs and can be mounted in fixed or
transmitted through the single'propeller shaft 9 caster fashion as desired. The hand crank, 14
to the driving axle 5.
The propeller shafts are
is attached to the rod 15 which has a right and
left hand threaded portion which passes through
provided with the customary universal joints.
The generator l5 and compressor l6 are driven
the cross bars ‘I6 and ‘I1. These cross bars are
by an extension shaft from the transfer case 8 as ' pivotally mounted in the T ?ttings ‘l6 and ‘I9.
will be explained .later. These accessories are Rotation of the crank 14 will therefore raise or
mounted on the base‘ plate I‘! which extends from lower the member ‘I5 which is so shaped as to ?t
the transfer case 8 to the frame cross member 34. the crank case lower half of the engine 2 as indi
The frame or foundational structure consists cated, bearing‘ against the underside of the
65 of the central members 2! and 22.
They slope'
from the rear down toward the front. The flooring 23 rests directly on top of these central mem
bers and its height over the driving axle 5 is such
that there is su?lcient clearance between the top
70 of the axle housing and the bottom of the ?oor
ing, to provide for the necessary axle ‘movement
under spring‘ action. At the front of the bus the
flange 66.
‘Let us assume that we wish to remove engine
2 together with its gear box 4. As previously ex- "
plained, the universal Joint of the slip type is back
of the gear box and the propeller shaft can be’
separated at the slip ~joint 8|. The propeller 70'
shaft ‘I will therefore remain in place if the shaft
is "broken". and rest upon the axle housing. or
frame is lower so that at the door opening 26 a .a frame support can be provided ahead of the
single step 25 will su?ice to gain entrance to the
75 interior of the bus. This construction eliminates
slip- joint ‘for this purpose. ‘The rear sheathing
cover 62, in Fig. 3, is swung open on the hinge 83. 75
2,182,450 -
In its raised position as shown ‘by the dotted
lines in Fig. 3, the power plants are now ex-~
posed from the rear. The hand truck 10 in its
lowered position is run'under engine 2. When
in place, similar to the position indicated in Fig.
6, the member ‘I0 is raised till it contacts with
the engine ?ange 80. The bolts 68 of the bell
housing supports vare removed as well as bolt 88
which secures bracket 88 to the cross member
At the same timethe hook 86 which is at
- tached tovthe cross angle 81- is placed through
it be desired to remove engine I , bar I05'is re
versed from the position shown in Fig. 9.
The cover 82 in Fig. 3 closes off the engine
compartment at the rear.
However, it~is pro- ,
vided with a screened opening immediately be
hind the two radiator cores in order to allow
exit of the cooling air currents.
Referring to Fig. 10, the sloping central frame
member 22 is shown together with the outside
frame member 26. x The latter is shown inv one
piece, extending from front‘ to back, instead of
being broken for the wheel housings. This con
the‘ eye bolt 88 which is permanently a?ixed to
.engine I. A similar eye bolt is a?‘lxed to engine struction is possible. if'the width is su?iciently
2. The turnbuckle 88 is rotated in order to take great to \come outside of the tire limits. The
15 the weight of the engine ‘and relieve it from the cross members 3|, 82, ‘83, 84 and-81 are secured 15
feet 58. Bolt 80 is removed from the bracket 88 directly to the bottom ?ange of central member
of engine I. It is possible to [slightly raise the 22 by giving the upper ?ange of the cross mem
radiator end of engine I without touching the bers a slight incline to conform with that of
bell-housing-brackets 68 due to their rubber member 22, or a wedge-shaped member can be
mounting 88. The ?exibility of this 'mounting ‘inserted between them so that the webshof the 20
permits a slight angular tilting of the engine.
The cross member 4| is normally secured to the _
_ central frame members 2| and 22 by means of the
brackets 8| and 82 by 'means of bolts 83,.» <~ Since
the weight is relieved from brackets 58, it is
possible to remove crossmember 4| vafter bolts
88 have been taken out. It is now possible to
cross members are in a truly vertical position
and the ?anges in a horizontal one. The , side .
posts IIO, III, II2, H3, H4 and H5 are indi
cated in Fig. 10 by dotted lines in order not to
pbscure the structure behind them. If the front
corners of‘the b'us body are not rounded, the
cross'member' 3| ‘will extend completely across
pull out the. left powef plant as there are no ob ‘ ‘the ‘front and asindicated in Fig. 11 the outside
structions iri the way. Since the radiator 52 is ’ member 26 is directly secured to same. The post
30 directly mounted on engine 2, it also comes ‘out
IIII rests‘ on the memberv28 which is in thegform 80
with the engine, thereby avoiding the necessity of a Z bar, being secured between the plates H6
of breaking any water hose connections.
- In replacing an engine, the hand truck is
wheeled back into the bus with the engineupon
it. “The tapered member 64 is started into the
tapered hole in the sleeve 85 and the accuracy of
and III which extend inward and anchor to the
cross member. 8|. For clarity, the plate III is
not shown in Fig. 11. It will be noted that the
flooring 23 extends to the‘post-I I8 and is sup
ported thereby through the angle I I8. In Fig."
alignment isincreased until members 64, and 65 r I2 there is a space between cross member 34 and
are fully in contact. The cross member 4| is put
outside member 28'._ Connection betweerr them is
in place by means of bolts 83 and the hand truck
made by means of the plates I20 and I2 I, a spacer .
tube I22 extending between ‘said plates and 40
18 is lowered so that the .engine’s weight again
comes upon the cross member 4| where a bolt 85
' is now replaced. The hook 88 is lowered by turn
ing the; turnbuckle 88 in? the proper direction.
- When the weight of engine I is fully up’on cross
member 4|, the bolt 88 is replaced and hook 88 is
around bolt I28. When the space is still greater
as at cross member 31in Fig. 10, aspacer I24
is located between the cross member and the out
side member 28 to impart rigidity and'stability
to the plates I28 and I28. _In-the event that it 45
swung out of the way as indicated by the dotted is‘ desirable to place a post where no cross mem
' lines'in Fig. 3. The hand truck ‘I8 is lowered \ber is located, the plates I21 and I28 in Fig. 13
so as to pass under cross member 4| andtaken are used. It will be noted that in all the plates
out of the way.
_ In Fig. 8 .a rigid engine mounting is shown at
mentioned other than H8 and II ‘I, a ?ange is
provided to secure the plates to both the top and 50
the bell-housings 80 and '8 I. These housings have bottom ?anges of the outside member 28. While
the bosses 88 _and 81 at the bottom and brackets \. wooden posts are shown inrthe drawings, the
88 extend to the cross member 81. Brackets 88 same principle can be employed with steel posts,
and I80 secure the engines to the vcentral frame . in whichcase the plates can form an integral
I members 2| and 22. At the centerdahe brackets part of the posts. ‘where the cross members are 55
.' IOI and I82 bolt together and complete the rigid at a distance below the central frame members,
connection transversely across ‘the bell-housings,
thereby forming a rigid connection between the
frame members 2| and 22.
Due to the removability of the‘ engines, it’ is .
possible to transfer an engine from another bus
or the operating company can keep on hand one
as in the case‘of cross. members 88 and 88 in Fig.
10, they ‘are connected to the central member
22 by means of the plates I28 and I80.
Fig. 1471s a horizontal section of the transfer 60
case 8. The shaft I88 receives power from the
propeller shaft‘ 8. Shaft I88 does likewise from‘
propeller shaft 1. Shaft I81 delivers power‘ to
propeller shaft 8 which is connected to ‘the
changed and thereby avoid delay while making ,- the
axle 8. On these shaftsare respectively 65
repairs to the engine. As will beseen later, it is
the herringbone gears I88, I88 and I48.
possible to drive the bus with one engine, while ‘ mounted
The shafts are mounted on anti-friction bear
or more spare engines ‘which can be quickly ex
> the other one is removed and in the repair shop. . ing: as customarily used. The gear I88 is loosely .
In order to make this possible in the construction ° mounted on shaft‘ I88 and the clutch member I“
shown in Fig. 8 in which" there is a dependence is~mounted on a splined‘portion of shaft I88. The 70
of one engine mounting upon the other. the ' clutch‘mem'ber 1“ has ‘external teeth which ?t',
spacer bar I88 shown in Fig. 8 can take the place 'into internal teeth in. the gear I88 and when
of engine 2, assuming that same has been re? these teeth interlock, as shown in Fig. 14-,’ gear
moved. The right end of bar III bolts to bracket I88 is clutched to’shaft I88. Shaft I88 extends
I88 and theleft end bolts to bracket III. Should
through the transfer case and is provided with
. 2,182,450
a ?ange I42 which is used to drive the generator
I5 and compressor I6. Control of the clutch
member I“; is maintained by the shifting yoke
I43 on the shifter bar I44. Shaft I66 also ex
tends through the case and the disc I45 is mount
ed thereupon, forming the rotating member of
the conventionally used disc brake.
Referring to Fig. 15, the gear shift lever I50
actuateswthe tube I5I and imparts thereto a ro
10 tational as well as fore-and-aft‘movement. Fig.
16 is a front view of the shifting lever I50 and
reversed in order that the standard gear shift po
sitions be maintained.
Shaft I63 is connected to shaft I10 which en
ters the control-head I1I of gear box 3, in Fig. 15.
Both gear boxes are actuated by shafts I63 and 5
I10, the intermediate shaft I12 being provided
with ?anges mating with similar ?anges on shafts
I63 and I10. The intermediate shaft I12 is mere
1y provided so'that in the case of removal of one
engine, a break can be made in this control 10
mechanism. To all intent shafts I63, I10 and
I12 act as a single unit except when removing one
Fig. 17 is a side view thereof. The lever I50 is
universally mounted on its base by means of the .power plant. The ?anges can be provided with
ball I52 and socket I53. To the forward end of mating holes so that they cannot be~connected
15 tube I5I is secured the lever I54 which termi
up wrongly.
nates in the ball I55. The latter is held between
Referring to Fig. 20 which is an enlarged view
the sockets I56 and I51. These sockets fit into of the lower portion of selecting lever I 64, it will
the enlarged portion of lever I50, and socket I51 be noted that the actual engaging member. I15
is provided with a screw thread in order to take is provided with a cylindrical shank I16 which fits
out any play between the ball and sockets. A into a hole within the lever I64. The pin I11 exbracket I58 supports the forward end of tube tends through shank I16 and works vertically
I5 .
within the slots I18. Surrounding shaft I63 is
Swinging the lever I50 in the plane of the the tube I80 in Fig. 19. At its left hand is a?lxed
paper, in Fig. 16, which corresponds to a trans
the cam plate I6I shown in Fig. 21. It is pro
verse movement of the lever as in the case of. vided with the cam slot I62 in which slides the
selecting the proper gear box shifter bar when roller I63. Through the latter extends pin I11
selecting gears, results in a rotational move-v as shown in Fig. 20. It'will be noted in Fig. 21
ment of tube I5I directionally opposite that of that the cam slot I82 consists of three sections.
lever I50 around its fulcrum I52 duev to the lo
two of which are concentric with tube I60 but at
cation of the ball I55 below the center of tube different radii. These concentric Iportions are
I5I. Movement of the lever I50 in the plane of then ‘\connected by an easy curvel forming the
the paper, in Fig. 1'1, which corresponds to a third or intermediate section. When the cam I6I
fore-and-aft movement, results in a fore-and-aft is in the position shown in Fig. 21 and held sta
movement of tube I5I in the same direction as
tlonary, the actuating member I15 engages with
the lever I50.
the shifter bar I68 and movement of the latter 35
is normal. The extent of the slot is such that
the roller I63 can move therein and thereis no
relative motion between lever I64 and the actu
ating member I15. To all intent it acts as a solid
At the rear end of tube I5I, the lever I60 is
affixed. The latter houses a pair of‘ ball sockets
similar to lever I50, which encompass the ball
. I6I on the end of lever I62, as shown in Figs. 18
and 19. In the latter view, it will be seen that
lever I62 is secured to one end of shaft I63. The
In order to adapt the power requirements to a
‘ lever I64 is attached to shaft I66 within the con--_ light load, it is desirable to cut-out one engine
trol-head I65 by gear box 4. Within same are and thereby obtain maximum economy which is
located the conventional shifter bars I66, I61 impossible when a large engine is throttled down
and I68. If the shaft I63 be shifted sideways or and operates at its point of minimum fuel e?'l- 45
in- the plane of the paper, the selecting lever ciency. As previously explained, this is desirable
_I64 would pick up one of the shifter bars I66, in city service where load ?uctuations vary dur
I61 or I66, depending upon its position. When ing the periods of the day. In order to accom
in a position to line up with one of these bars, plish this, my design has been laid out so that en
rotational movement of shaft I63 would move vgine 2 can cease to function. In order to do this, '50
the shifter bar it is engaged with.
I have made provision so that under such condi
It will be noted'that a fore-and-aft movement tions the gear box 4 becomes inoperative by main-,
of lever I50 in Fig. 17. causes a fore-and-aft taining it in the neutral position. Due to the
movement of tube I5I. The lever. I60 at the rear gear actions in the transfer case 6, the propeller
58 end of same causes rotational movement of shaft shaft 1 will berotated and also the main shaft 55
I63 due to the motion imparted to ball I6I. If of the gear box 4.- I; have provided a means
lever I50 in Fig. 1'!‘ is given a movement corre
whereby no accidental engagement of the gears
sponding to a clockwise direction, the tube I5I can happen. To accomplish this the horizontal
is pushed to the right, corresponding to the rear lever I60, in Figs. 15 and 26, actuates the rod I6I
of the car, and shaft I63 in Fig. 18 is imparted‘ through the intermediary of hell crank I62. The 00
a movement in a counter-clockwise direction. If . rear end of rod I6I is connected to lever I66.
lever I50 is given a clockwise movement, tube I5I The latter is mounted on tube I66 through a
is imparted a counter-clockwise movement. As spline iit as shown in Fig. 22. A strap I64 holds
viewed in Fig. 19, shaft I63 is moved to the lever I66 against the control-head I65 but does
a left. In this way both movements, transverse and not prevent oscillation of same. In this way shaft “
longitudinal, of lever I56 are changed over to the I63 can be given endwise movement and not be
opposite directions at the control-head I65. This hindered‘by lever I66. Tube I66 is loosely mount
reversal of movement is done in order that the ed on shaft I63 and rotational movement of one
same direction for shifting be imparted to' lever exerts no in?uence on the other. Should it be
70 I50 as is 'done in conventional practice, even desired to make gear box_4 inactive, lever III is 7.
though'the gearbox 4 is swung around in the . depressed to desired position shown inv-Fig. 26
opposite direction from'conventional practice. whereby cam I 6I- is swung to the position shown
The actual selectingof the shifter bars and ac
in the dotted lines. This movement ‘causes roller
tuating them is according to the customary mode,‘ I63 and pin I11 to rise in the hole in lever I64.
75 the only di?erence being that the directions be ' This movement raises the actuating member I16 7|
I 5
so that it is clear ‘of the shifting bars. when in - lever 220 is keyed thereto. An adjusting screw
22I is provided on lever 2I9 in order to make pos
movement of shaft I63 prevents actuation of the sible close adjustment of the clutch ahead of gear
shifter bars and the result would be the same as box 73. Since the one pedal actuates both
if lever I64 and operating head I15 were entirely clutches, a ?ne adjustment is necessary in order
‘ this elevated position, any rotational or side
that both clutches engage at the same time. I
In order to prevent any‘ damage to the gears in a prefer to use the cross shaft 2I I and rods 2 I4 and
2I8 as it is only necessary to remove a clevis pin
gear box 4, it is desirable that the shifting mecha
nism in control~head I65 be removed from, or put , from either lever 2I6 or 2I9, depending upon
10 into, action only at a time when the gears are
in a ‘neutral ‘position; otherwise an operator
which power plant is being removed. The pull 10
of ,the rods is such that the proper directional
might be proceeding with‘the vehicle and when “ rotation be imparted to clutch shafts 2I5 and
in gear on any speed, he might attempt to throw 2", in spite of the power plant being in the
reversed position.
gear box 4 out of action. It would then be ques
15 tionable whether the particular gear be properly .‘ -It_. will be recalled, referring ‘to Figs. 1 and 14, 15
reengaged. In order to prevent any possibility that the generator I5 and air compressor I6 are
of such derangement, an interlocking mechanism driven by shaft I35, to which the propeller shaft
is provided so that the control rod I9I canonly 6 is attached at its rear. The gears in Fig. 14 are
be moved when the gear shifting tube I5I is in shown as of the same diameter so that the power
the neutral position, fore-and-aft. 'In other driven accessories rotate at the same speed as 20
words, the shifter bars I66, I61 and I68 must be any of the propeller shafts 6, ‘I and 9. It is of
in the neutral position before lever I93, and with course possible to make gears I38‘ and I40 either‘
it cam I 8|, can be actuated.
For this purpose
they interlocking mechanism 200 is placed any
where between the operating levers I50 and I90
and the levers I62 and I93. Referring to Fig. 23,
smaller or larger than gear I39, depending upon v
how the overall gear ratios might be sub-divided
between the engines and the rear wheels. Were
the power driven accessories to be actuated only
when the vehicle moves, a vehicle might start
out in the morning without any air supply for the
braking system, for instance, and no air could
it will be noted that the gear shifting tube I5I
and the cam control rod I9I pass through the
body 200. Tube I5I is provided with a notch 20L
This notch aligns itself with hole 202 when the , be obtained unless the vehicle was put in motion. ,30
tube I5I is in the fore-and-aft neutral position. It is a well-known fact that most of the air can
The notch 20I being circular, there is no restric
leak out during an interval of rest, such as over
tion to any rotational movement of tube I5I, in ' night, and it would be precarious to attempt to
case the plunger 203, which is located in hole I move a vehicle without an air supply’su?lcient to
202, should enter the notch 20I. The plunger brake it. For this reason the clutch MI is pro- :
of the plunger- 203 is equal to the distance be
vided, so that when it is shifted to the‘ left in
Fig. 14, gear I38 is freed from shaft I35 and en
gine I can drive the accessories without motion
tween tube I5I and rod I9I, plus the depth'of the
being imparted to the vehicle. While electrical
203 can also enter either notch 204 or notch 205
on an enlarged portion of rod I9I. The length
40 notch on either, both notches being of the same ‘ energy is not lost during an idle period, similarv 40
depth. In this way when the. notches 2M and
204 are in alignment‘ as shown in Fig. 23, either
member I5I or I9I can be moved and the other
one is locked stationary.- In the positionshown
45 the gears in gear box 4 are in the neutral position
and since rod I9I is in its forward position, the
operating head H5 is out of action.- 'Any shift
ing of the gears in gear box 4, which is accom
panied by a movement of tube I5I, locks rod I9I
50 and cam I8I in position. Presuming that the
vehicle is in operation. with gear box 4 out of
action and it is desired to return it to action, rod
I5I is placed in the neutral position as indicated‘
‘in Fig. 23. .Rod I9I is moved back or to the right
.55 and when cam I8I is swung to the position'shown
in Fig. 21, notch 205 is in alignment with plunger
203. Any shifting of gears now looks cam I9I in
position and the operating head I15 is again ef
to compressed air, the generator I5 is driven at
the same time as compressor I6.
Should the
batteries‘ need no charge, the automatic control.
relieves the generator I5 and it serves as a con
necting ‘member between shaft I35 and the com 45
pressor I6.
The clutch control rod I44 in Figs. 14 and 15 is
actuated by means of the horizontal bell-crank
lever 225 whose fulcrum is at the hub 226. Rod
221 connects lever 225 with the shifter bar I44. 50
To actuate .the power driven. accessories, it is
necessary to drive through the gear box 3. If
gear box 4 is not made inoperative, it might be
possible to actuate the vehicle by driving with
engine 2. While this is possible, it would pre
vent the operator from ?xing his attention on
the proper driving of the vehicle. It is therefore
desirable that gear box 4 be made inoperative
fective. In this way head I15 can rise away through cam I9I and this is obtained by an inter
-60 from, or enter into engagement with, the shifter. locking mechanism consisting of rod 230 in ‘Fig. 60
bars only when said bars are in the neutral posi
tion.. The interlocking ‘mechanism insures the
proper operation of either levers I50 or I90 with
the other one in its proper position and no de
65 pendence is placed upon the human element.
15, which projects through the guide 23I and
butts against the boss 232 on lever I90, as indi
cated in Fig. 26. In this ?gure the cam I ill, in
- Referring to Fig. 15, other controls consist of
the brake pedal 200 which operates the conven
tional valve 209 of the air brake system. Clutch
full‘ lines, allows operation of the gear box 4. In
this position it is impossible to move the clutch 65
shifter bar‘ I44 by means of lever 225, due to the
blocking of rod 230 by the boss 232 and lever I90.
Therefore, in order to drive the accessories with
pedal 2I0, also shown in Fig. 24, actuates the
out moving the vehicle, lever I90 must, be shifted
70 cross shaft 2“ by means of ‘rod 2I2 and lever
2I3. Rod 2I4 continues to the rear or right and
.operates clutch shaft 2I5 by means of lever 2I6.
Clutch shaft 2" is actuated by .rod 2I0 through
the ?oating lever 2I9 and the ?xed lever 200, see
75 Fig. 25. Lever -_2I9 is free on shaft 2", whereas ‘
to the position shownby the dotted lines in Fig. 70
26 in order that rod 230 be not obstructed.
When lever I90 is in the dotted position, the cam
I8I has raised the operating head "5 so as to
make'gear box 4 inoperative. If desired, a fur
ther precaution can'be added in the form of the
switch 235 in Figs. 2'7 and 28. .The link 230 con
less turbulent than would otherwise be the case. r
nects lever 225 with the plunger ‘231. Insulated
In Fig. 32 the upper arrows indicate the air
flow lines over the body. The forward upper
portion 309 of same, where the windshield is
located, slopes back at an angle and a large curve
rounds off the top corner. A similar effect is
incorporated at the rear in which the sloping
portion 391‘ induces the air to ?ow freely instead
of creating a violent vacuum that accompanies
therefrom and mounted at the top thereof is the
copper disc 238. When the lever 225 is in the
normal vehicle-running position, the disc 238
establishes contact between ?ngers 239 and 240.
As indicated in Fig. 27, switch 235 is in series
with the ignition switch 245 which also controls
current from battery. 248 to the coil 241 and dis
10 tributor 248. This system controls the ignition
vacuum by this down?ow at the rear in Fig. 32
left in order to disengage clutch 141, contact is
vacuum effect at the rear of the body is concen
trated over the projected areas of the radiators
'51 and 52. In this way the vacuum eil'ect behind 15
broken in switch 235 and therefore engine 2 can
not be operated.
Another control member is the hand brake
lever 259 which actuates brake-shoes against disc
145 through the rod 251. The throttle control
rod 255 is actuated by the accelerator pedal 258.
20' A two-piece cross shaft 258-459 is actuated by
rod 255 through lever 280.‘ Levers 281 and 282
operate on the carbureters 283 and 284. The
intermediatecoupling 285 unites shafts 258 and
259 and allows their separation when removing
25 one engine or the other.
Fig. 29 is a rear view of the bus showing engine
I and radiator 5| in their proper relationship.
The radiator fan 211 is driven by belt 213 in the
customary manner. The exhaust manifold 215
30 is connected to the vertical exhaust pipe 211.
The upper' portion of this member forms the
muiiier 219. This is shown as being of the sound
the ordinary straight back end. By relieving the
for engine 2. It will be seen that when lever
225 is actuated to move bar 144 in Fig. 15 to the
absorbing type in which the central pipe is per
forated and a mineral wool jacket extends around
same and the outside shell. From the top of the
engine compartment extends a ?ue 289 which is
concentric with mu?ier 219, forming an air jacket
therebetween. The upper end of the muiiier is
so located as to form an ejector effect, thereby
40 drawing in heated air from the top of the engine
compartment and ‘discharging it together with
the exhaust gases through the outlet 281. This
and also allowing side flow as in. Fig. 31, the
the vehicle plays an important part in‘ the cool
ing system. Rear mounted radiators have suf
fered from lack of easy air ?ow and my invention
consists in streamlining the body so as to prevent
vacuum formation except directly at the radia 20
tors, so that both the cooling fans and the vac
‘uum e?ect cause ample air flow through the radi;
ators. If it be desired to supply more air to the
fans and radiators, a de?ector 392 can be placed
near the rear of the body as shown. In this way
air lying near the surface of the ground will be .
scooped up to the radiators.
In Fig. 33 the partition walls 289 and 299 ex
tend across the front of the cylinder block and
to the inner edge of the cooling fan as indicated.
In this way the side air currents supply air di
rectly to the fans which in turn ‘force it through
the radiators.
In Fig. 34 the radiators 51 and 52 are located
at the side of the vehicle body. There is a’ re- -
cessed portion 395 and 393 extendingthe height
of the radiators. The partition walls 289 and 299
extend from’ the front of the radiator cores,
across the front of the cylinder blocks, so as to -
convey air passing through'the radiators to the
cooling fans 211 and- 212. The streamline eifect
produced by the partition walls 289 and 299 in
method is provided so that any stagnant air in - duces the side air currents to enter the radiators
the upper portion of the engine compartment be
removed. The ejector e?ect of the muiiler can
also be utilized to ventilate the upper portion of
the body. For this purpose a door 282 is located
at the upper part of ?ue 289 which when opened
allows the air within the body to pass into the
50 ?ue 289 for ejection.
Referring to Figs. 30° and 31, it will be noted
that the radiators 51 and 52 project further to
as indicated by the arrows and the fans 211 and
212 augment this effect as well as. discharging 45
the air directly out of the rear of the body. The
purpose for the recesses 395 and 396 is to enable
de?ector vanes 398 and 399 to be in their wide
open position as indicated in Fig. 34 without pro
jecting beyond the extreme width of the body.
These vanes when in their wide open position‘ are
in an angular position as shown and can be
ward the side of the vehicle than to the center. swung, as indicated by the arcs in the drawings,
The purpose is to allow cooling of a portion of so as to'prevent air flow through the radiator
55, the core by the air stream from the sides which by covering the core. Their movement can be 55
follows the streamline formation of the rear of manually controlled or under the in?uence" of a
the body as will be presently explained. Fig. 31 thermostat subject to either the heat- of the
which is a sectional view on lines C—'C of Fig. cooling water or of the air in the engine com
30, shows the side openings 285 and 285. These partment. A series of vanes are shown, each one
60 openings are to the rear of seat 281 and the in front being smaller than the one to the rear.
openings can be ornamented by a screen or the
vertical vanes shown. Within the body proper
are the partition walls 289 and 299. The center
portion of the cores of radiators 51 and 52 receive
65 an air blast from the fans 211 and 212. The. '.
remaining portions of the cores receive the air
draft coming through the side openings 285 and
288. The partition walls 289 and 299 give a
streamline form and the outside air will follow
70 these walls as indicated by the arrows, due to
the forward motion: of the vehicle. In order/to
The purpose of this is to insure a scoop e?ect
from each of the vanes‘ and so that a forward
one will not entirely obstruct the one to the rear.
.A roof mounting of the radiators is indicated
in Fig. 35. The water outlet pipe 312 and the 65
return‘ pipe 313 are in communication with the
radiator 314 located on the roof of the body and
within the scoop 315. This scoop'is very effective
due to the slope of the wind-shield portion 399
of the body, resulting in a considerable ?ow of
airthrough the radiator 314. The scoop 315
give wan easy flow to the side air currents/the
stops-a short distancev behind the radiator.
walls 291» and 292 are fitted inside‘of the curved
rear comers of the body. A Venturi eifect is
coil of pipe 318 extends between the water out_ ,
let and return pipes3l2 and 3l3a-espectiveiy and
75 thus obtained and the air flow is smoother‘ and controls a circulation‘through radiator 314 which
is established or prevented by means of valves
3I1 and 3I8. The latter can be thermostatically
_ controlled by the temperature within the body.
ator 52. Glass windows 32I and 322 are located
10 at the back of the body and the scoop 320 in
In Fig. 37 the rear scoop 320 encloses the roof
radiator 330 and the air is discharged at the rear
of. the body to help reduce the vacuum effect
20 when the vehicle is in motion.
In Fig. 38 the rear scoop encompasses the roof
radiator 330 and the discharge 28I of the exhaust
gases also forms an ejector at the rear portion
of the roof duct, thus inducing a greater ?ow of
25 air through the duct.
Another distribution of the power transmission
units is shown in Fig. 46 in which the clutch 15,
housings 36I and 362 are placed at the rear end
of the gear boxes 365 and 366.
Fig. 39 shows a combination of front and rear
‘ 3I5 and 320 in ‘which they extend across the
an entire roof, being rounded off at the sides to blend
In Fig. 4'! engines I and 2 transmit their power
directly to transfer case 8 through the propeller
shafts ‘313 and 314. The generator I5 is‘ driven 20
by one of the transfer case shafts and 'com
pressor I6 by the other. A single clutch within
the housing 315 transmits power to the gear box
316. The propeller shaft 9 conveys power therefrom to the rear axle 5.
roof scoops 3I5 and 320mm the roof radiators.
3 I4 and 330. Fig. 40 is av section of the roof ducts
363 and 364 to the gear boxes 365 and 366. The .
generator I5 and air compressor I6 are driven 10
from the. forward end of gear box 365 by means
of gearing or chain and sprockets within the case
order that vision might be obtained therethrough.
tor 325.
A different disposition of the power transmit
ting units is shown in Fig. _45 in which the
clutches instead of being at the forward end of 5
the gear box housings, are mounted in independ
ent clutch housings 36I and 362 and power is
conveyed therefrom by means of propeller shafts
A means of supplying a considerable quantity
5 of air to the fan'and radiator would be that a
rearscoop 320 be provided as shown in Fig. 36.
n The space between the scoop 320 and the body
exterior forms a duct'leading to fan 212 and radi
To prevent same becoming obstructed during rain
or snow, the windshield wipers 323 and 324 are
provided on the duct side of the windows. At
15 the bottom the duct is completed by the de?ec
place the' engine 2 in a centralllocation and the
propeller shaft 1 would be above the ‘shaft 9.
‘In Fig. 48 engines I and 2 are directly con
nected to the transfer‘ case 318 which consists
of three gears in order that , e direction of ro
tation of each engine be the same. or two sprock
ets are used with a chain therebetween.
The "30
into the body. The opening 33I allows discharge single propeller’ shaft 319.conveys‘ power to the
of air from the front duct, the de?ector 332 ex I housing 380. The transmission me'chanism with
tending upward a sufficient distance to the rear in same conveys power to the clutch within the
of the opening. In order to preserve the appear- - housing 315 behind which is located gear box
- 35 ance of the body, the intermediate portion there
of is provided with the vertical portions 335 and
336 as shown in Fig. 41.
There are a number of variations of the rear
_ mounting of theengines, whereby it is possible
' 40 to convert the vehicle to a four-wheel drive type
- A four-wheel drive layout is shown in Fig.‘ 49
' in which engine I transmits power to the rear
axle 5 and engine 2 to the front axle 35I. ~Pro
peller shaft’ 38I conveys power to the transfer
case 382.
Propeller shaft '19 transmits‘ power 40
or_ to make certain minor detailed changes ‘as ' therefrom to rear axle 5. ‘Engine 2 transmits
will be explained. In Fig. 42 the power plants, power through propeller shafts 385 and 386 to
driving mechanisms, transfer case and rear axle the front axle 35I. Two brake discs 381 and 388v
are the same as shown in Fig. 1.
However, a
45 front propeller shaft 350 extends from the trans
fer case in order to drive the front axle 35 I . The
v brake disc I45 is here shown on the central shaft
of the. transfer case. A shifter rod 352 and 353
is provided at each side so that the drive from
50 propeller shaft 350 can be disconnected from
either of the propeller shafts 6 or ‘I by means of
clutch members similar to member I43 in Fig. 14.
If it be desired to transmit power to the front
driving axle only, the arrangement shown in.
55 Fig. 43 is utilized. This construction corresponds
with that shown on Fig. 42, with the omission of
‘are located ahead of gear boxes 3 and 4.
In Fig. 50 engines I and 2 transmit power 45
through propeller shafts .39I and 392 to the
transfer cases 382 and 383. The drive to the axle
395 is through propeller shafts 396 and 391.
Axle 395 is provided with two housings in which
the .?nal gearing is located, one set of gearing 50
being used to drive each wheel. This is similar
to the well-known construction used in most of
the present-day gasoline-electric driven busses.
In Fig. 51 engines I and 2 are not in a reversed I
position but face forward with the radiators 5I 55 I
and "52 in front of them. The transfer case 8 is
the propeller shaft 9 since there is no rear
located at the rear of the gear boxes 3 and 4
drive. It will be noted that engines I and 2 are
and the propeller shaft 9 conveys the power to
in alignment with propeller shafts 6 and 1, there- _ the rear axle 5. The partition walls 289 and 290
60 by relieving the forward universal joints of any‘ provide for the entrance of side. air currents to. 60
.angularity, in ‘the horizontal plane. In} all pre-,
vious examples showing'engines I and 2 their
center distance is greater than the center dis
.tance of shafts I35 and I36 inFig. 14. The pro
. 65 peller shafts 6 and'1 take care of the variations
in center distance ‘between _ the transfer case
. ‘shaft'and the power plant shafts.
Transmitting the power of one engine to the
rear axle is_ possible by means of the construc
70 tion shown in Fig. 44 in which the engine 2' and
gear box 4 deliver power through propeller shaft
1 to transfer case 353. ' The propeller shaft 9 con
veys the power back to the axle 359.- While the
?gure shows the propeller shafts 1 and 9 offset
' - 75 in a horizontal plane, it is perfectly feasible to
the forward side of the‘ radiators. The parti
tion walls or‘de?ectors 40I and 402 direct the
flow so that it will be concentrated on the ra
diators 5| and 52. I The exit air escapes through
a screened opening 403 at the rear of the bus. 65
While a worm drive type of axle has been in
dicated in Figs. 1 and 2, my invention is not re
stricted to the use thereof-but is applicable to
any type of axlesuch as bevel-gear or double re-
duction. A special type of axle is shown ‘in Fig.1 70
52 in which the center member 405 houses the
gears 406 and 401. These gears can be made so
as to give only a small speed reduction in order
that the bowl or center housing 408 be kept to
a small size in‘ order to gain ground clearance.‘ 75
The housing 465 terminates at the side with a
?ange 4!!! to which is secured the housing 4! I.
Within this housing are located the gear “2 on
the axle shaft “3 and the gear “4 on the
wheel shaft “5. Gears “2 and 4“ can provide
the necessary reduction ratio and because of their
vertically offset relationship, the engines can be
lowered to give a lower center of gravity in the
vvehicle. , This is possible due to the fact that the
10 housing 405 is in a relatively lower position and
the propeller shafts 6 and 1 in their lowered posi
tion will have sufficient clearance above it.
Various phases of my invention can also be
.applied to multiple engines located at the front
15 of the vehicle. In Fig. 53 engines 42! and 422 are
placed ahead of the front axle 425 and transmit -
power through propeller shafts 426 and 421 to
the transfer case 426.
To the rear of same, is
located, the clutch housing 46! and the gear box
20 432. Propeller shaft 426 transmits power to the
rear axle 5.
In Fig. 54 which is a side elevation of the
power plant shown in Fig. 53, it will be noted
that the front axle 425 can be brought in close
relationship 'with the engine 422, just clearing
the bell-housing 434. The universal joint 435 at
the forward end of propeller shaft 421 is secured
directly to the fly-wheel of engine 422;
In Fig. 55 the clutch housings 436 and 436 are
30 directly mounted on engines 42! and 422 while
the transfer case 428 is immediately ahead of the
gear box 432.
In Fig. 56 the power plants 42! and 422 trans
mit power to the centrally located transfer case 6,
35 with propeller shaft 426 driving the gear axle 5
and propeller shaft 44! driving the front axle
35!. The transfer case 8 is of the same construc
tion shown in Fig. 14 with three gears. Due to
the indirect drive through one set of gearing, the
40 direction of rotation of the engine is reversed‘ so
that propeller shaft 429 rotates in an opposite
direction. If a bevel-gear construction be used
as indicated in the drawings, the bevel-ring'gear
‘is on the right side of the axle center and this
45 also applies to Figs. 53 and 55. In the construc
tion shown in Fig. 1 and Fig. 14, while the power
goes‘ through one set of gearing for each engine,
the direction of rotation of the driving axle pinion
shaft remains the same as with the conventional
60 axle. Due to the reversed position of the engines
in Fig. 1, the direction of rotation of the propeller
shaft 9 is clockwise as viewed from the front of
the vehicle, since the directions of rotation of the
engines are counter-clockwise as viewed from
55 the front of the vehicle. The engines are con,
ventional in‘ that their direction of rotation is
clockwise as 'viewed from theradiator end there
In the arrangement shown in Fig. 57, the power
60 from the engines 42! and 422 is conveyed to the
shaft 429 transmits power'to the driving axle 5.
' transfer case 426 and gear box 432.
The generator i5 and air compressor !6 are driven
from the transfer case 426.
Immediately behind, the unit clutch housing
construction provides a single mounting means
for the power plants, by means of feet 45! and
452 on the bell-housing 446. In order to provide
accessibility to the values and adjustments of
engine 422, the engine 42! is provided with the ,
?ange 453 which has a circular pilot 454 which
fits into a circle opening at the forward end of
bell-housing 446. By removing the bolts holding
engine 42! to the bell-housing 446, it is possible
to swing engine 42! outwardly away from engine 10
422 as indicated in Fig. 59. This gives complete
access to the inner side of engine 422. It is under
stood that whatever engine mounted accessories
are required, are placed on the outside of each
engine where they will be readily accessible. This 15
leaves principally the valve adjustments of engine
422 somewhat inaccessible and being able to pivot
ally rotate .engine 42! as described, gives access
thereto. While engines can be built so that the
valves are on the outside‘ of each, it is desirable
to ‘use standard engines without resorting to
symmetrically right and left- constructions. Both
engines 42! and 422 can be pivotally mounted in
the bell-housing 446 if desired, although it is
not essential that both engines be rotatable.
It is not necessary to maintain the vertical re
lationship of the two engines as shown in Fig.
59. They can be assembled to the bell-housing
446 (with inclined axes as shown in Fig. 61. This
will give greater access to the space between the
‘ engines.
The constructions shown in Figs. 59
and 61 make is possible to'utilize engines that
are standard in every respect and by removing
their bell-housings and' substituting a unit hous
ing, to provide a compact power plant. The slight
tilting of the engines shown in Fig. 61 is not suf
?cient- to disturb anything, such as the lubricat
ing system. If it be desired to provide a consid
erable angle, naturally certain parts must be
slightly modi?ed to insure proper operation. In
any event the intake manifold ?anges would nat
urally be machined at such an angle that the
carbureters would remain vertical. The forward
end of the engines are provided with the supports
458 and 459. This is the customaryv front sup 45
port which is concentric with the crank shaft.
The forward end of the engines are supported by
the cross member 460. A boss 46! is provided in
member 460 to act as a front support for the en
tire engine unit. A ‘three-point support is thus 50
provided by means ofmounting points 45!, 452
and 46!.
In Fig. 63~engines 42- and 422 are united by
the bell-housing 446 and the propeller shafts 426
and 421 convey'power to the clutch housings 465 55
'and 466. Immediately behind them ‘are the gear
boxes 461 and 468. A transfer case 469 conveys
a drive to propeller shaft 44! which in turn trans
mits power to the front axle 35!. Propeller shaft
429 conveys power to the rear axle 5. Two inde 60
pendent brake discs 41! and I45 are utilized.
It is possible'to utilize various phases of my in
vention'for centrally-located power plants.- In
Fig. 64 engines 46! and 462 transmit power
445 is attached to the engines 42! and 422 in
through the gear boxes 463 and 464 to the rear 65
axle 466 and the front axle 461 through the pro
Fig. 58. The unit bell-housing 446'connects the
peller shafts4466 and 466 respectively. The vari
two engines. The transfer case 448 unites the ous control and‘interlocking arrangements are
power of the two engines and transmits it togear =1 applicable to this construction.
70 box 432 through propellershaft 449. Propeller
shaft 429 conveys the power to the driving axle
5. The power driven accessories !5 and !6 are
driven by an extension shaft from case 446.
gear boxes 463-and 464, convey power to the
_,transfer case 46!. Since gears 462 and 463 mate
together, conventional engines can be used ro
Referring to Figs. 59 and 60,. the engine blocks
75 are secured to the unit bell-housing 446. This
tating in the same direction. The reversed 'po—
sltions of the engines as shown in the drawings 76
_In Fig. 65 engines 46! and 462, together with 70
permit this. The final gear 484' conveys power
to the propeller shafts 488 and 489. This makes
gearing on each side of front axle 555. "The pro~ _
peller shafts‘ 555 and 558 convey powerto the
two sets of gearing on each‘ side of rear axle 515. '
an offset drive for the vehicle. _A central dispo
sition of the driving pinions on the axles and a- " Under this construction each engine drives the
symmetrical positioning of the engines is possible wheels on its side of the vehicle. Within the
by dropping gear 494 beneath gear 48I so that it gears 512 and 513 are-lockable differential units
» which are controlled by the shifter bars 514 and
will just clear gear 492, as indicated in Fig. 66.
In Fig. 67 the engine MI is located centrally
‘ across the vehicle and between the front axle SM
10 and the rear axle'5. ' This engine is of the hori
515. The gearing in each axle at each side drives
‘its own wheel. This double bowl construction of
the two axles is' such that the axles can be iden
zontal opposed type, having cylinder blocks 502 tical except-for their outer ends. The front axle
and 503. Eachend of‘ the'crank ‘shaft is pro-' and rear axle. are identical up to the vend ?anges
vided for a clutch mounting and has the bell-v
In Fig. '75 the engine 588 and'gear box 589 drive
housings 505 and 505 to which are attached the
the propeller shafts through the-jtransfer case 15
to the'rear axle 5 and the front axle 85l through 59L In the construction shown sprockets 592
propeller shafts 488) and 489 respectively. In the and 593 are mounted on the transmission tail
case vof trucks in which the loading platform is ~ shaft but with a lockable differential unit be
higher than the top of the wheels, there is con- _ tween them. Chains are used to convey ‘power
from sprockets 592 and 593 to sprockets 594‘ 20
.20 siderable waste space below the platform and and 595. The differential unit can be locked by
there is ample space for a power plant. This
space is utilized to the greatest advantage by the :shifter bar 598, this differential unit dis-_
tributing the power between the drive at each
side of the vehicle. The ‘shifter bars 514 and
single engine 50l of Fig. 67. - They are ‘also indi- " 515 control di?erentialunits on which gears 594 25-.
cated as being of the horizontal opposed type. and 595 are mounted.
' These control the distribution of power be
Should it be desirable to unite the drive of en-‘
gines 5H] and 5| 1, a clutch 5.l_2 can be provided tween the forward and rear wheels at each side.
In the case of front-located power plants, the
» to connect the adjacent crank shaft ends.
In Fig. 69 the engines 4'8l and 482 are located control mechanism shown in Fig. '16 can‘ be used. 30
501 is mounted directly over
between the axles and their axes are'parallel to The shifting leverto:
and on shaft 603. Within
the axles. The rear propeller shaft 488 and front the control-head
propeller shaft 489 are driven by bevel-gearing the lever Bill which is tubular, is the rod 504.
:The latter in the customary way can pick up
within the housings 5l5 and H5. ,
In Fig. '70 the engines 48l and 482 are similarly either one of the shifter bars 505, 505 and 501 35
located as those in Fig. 69. 'They are, however, which control the movement of the gears within
means of a horizontal engine.
. '
' In Fig. 68 two engines v5l0 and 5H replace the
provided with the separate clutch .housings'5i8 -
and 519. Between the?axles ‘and the bevel-gear
housings 515' and 5l5 are located the gear boxes
' 521 and 522.
‘In Fig. 71 the engines “Land 482 drive th
bevel-gears within the housings 515 and H5 at
the same 'side of the vehicle.. In this case the
housings '5l5 and 5l_5 are compartments within
the unit casting 525 which is secured to the faces
of gear boxes 453 ‘and 485.‘
In order to make a more compact unit and to
_. eliminate the considerable oifsetof the propeller
the transmission of which 502 is the control
head.- Rod 503 extends to the other control
head H2 and the lever 5| 4 controls the shifter
bars H5, H5 and 511 of the second gear box. 40.
Since lever H4 is secured to shaft 503, it moves
with it and the selection and shifting of shifter
bars in control-heads 502and 5l2 occur simul
taneously. In the event that it is desired to
cut-out the engine to which the gear box is at
tached with control-head 502, the rod 504‘ can be
'raised by means of the collar 520 on lever‘ Bill.
A pin 521 is securéddn‘ collar
520 and is movable '
' ‘in the slot 522 of the tubularportion of lever 50 i,
- shaft from the center of the vehicle, the con
struction shown ‘in Fig. 72 can be utilized. The as shown in Fig. 77. The pin 52l‘ also‘v passes
'7 engine 53! has the bell-housing 582 and the gear
box 534 is located on the other side of the pro
peller shaft 488. Power is conveyed from the
clutch to the shaft 538 at the end .of which is
located the constant mesh pinion .539. This
55 drives the constant mesh gear 545 on counter
shaft 5M. ‘The sliding gears are located on the
sleeve 54!?- which ‘is concentric with shaft 555.
Bevel-gears 555 and 55f complete the drive. In
the event that it is desired to drive to a forward
through the upper end of rod 504. The spring.
528 extends between the ball end 525 of lever 525
‘and the upper end of rod 504. The spring there
fore normally operates the .rod 505 in its down
ward position as shown in Fig. '16, whereby it will 55
engage the shifter pars 50.5, 505 and‘ 501, resting
in the bottom of the slot 522 as shown in Fig. 7'1.
~ When collar 52! is raised so as to come to the
topkof notch 522, compressing spring 523 at the‘
same time, a ‘slight rotation is imparted to collar
60 propeller shaft‘ 489, gears 550 and 55l would
520 and the pin then rests in the notch 528 of
necessarily be of the hypoid type in order that the - slot 522 after having traversed the horizontal.
, portion 529. Spring 523 then retains pin 62f‘ in. _
shafts clear each other.
Certain phases of my invention are applicable notch 528, holding the lower end of rod 505 out
to four-wheel drive vehicles and in Fig. '13 en ' .of engagement with the shifter bars. The clo
gines 42f and 422. are mounted‘ onthe unit bell- ' sure plate 53L at the base of lever 5M covers the
opening 582 inthe top of the‘control-head 502.
housing 445. The gear boxes 425 and £25 con
Fig. '78 shows arevised form of control in which
vey power. to.the transfer case 5. ‘The ‘front
axle 35l is driven by the propeller shaft 4“ and the lever 535 ‘is provided with the integral lower '
end 535 and ismounted on the tube 531, which w
the rear axle 5 by shaft 525.
In Fig. '14 the ‘engines 424! and é?tjtransmit ‘ slides in the control-head ‘502.. Normally the
‘ “power to-v the transfer cases 550 and 55f. The tube 581 is united to the rod 538 which extends‘
transmitting- m'eehanisrn in cases 550 and 551i slightly within it as shown and a pin 540 looks the
.convey power to the forward propeller shafts 556 tube 531 and shaft 538 together so that side and ‘
and 552 which in turn‘ transmit power to the rotational movement is conveyed to. each by lever 75
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