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Патент USA US2135906

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Nov. 8, 1938.
» `
Filed March 20, 1936
6 Sheets-Sheet l
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Edward' ¿'Meríïy
` A llorneys
Nov., 8, 1938.
Filed Maron 2o, 195e
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Mix/@2&7 ¿'Äferg
By @ma
Nov. 8, 1938.
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Filed March 20, 1936
6 Sheets-Sheet 4
Z'Än’wra? @Merry
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Nov. 8, 1938.
Filed March 20, 1956
6 Sheets-«Sheet 5
NOV. 8, 1938.
Filed March 20, 1936
6 Sheets-Sheet 6
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Edward i). Merry,- Dickinson, lN. Dak., assigner to?
_ , j
i. Vernon Manila-Forsyth, Mont. ,
Application vMarelli 20,1936, Serial No. 69,969
-5 Claims. (CL 180-22)
This invention relates in general to motor ve-
with aminimum wear on tires, as well as relieving '
of the larger type adapted to haul heavy loads
a large amount of strain onrunning gear parts.
such as trucks, busses and railroad vehicles'.
said frame to permit turns to be made easily and
hicles, and .more particularly to motor vehicles
„i ‘
» The foregoing and other objects `will be more
My invention `is applicable to such vehicles of
apparent from the following description made in 5
both the unitary frame type and the trailer type, .connection with. the accompanying drawings
and the truck or truck portion of my motor
wherein like reference characters refer to similar
Vehicle. in each instance, as shown, is of the six-
parts throughout „the several views, and in
, wheel type.
My invention contemplates both
10 single axle and multiple-axle drive units, and in
Fig. l is a view illustrating application of the m
thecase of multiple-axle drive unit, each of the - invention to a draft and trailer vehicular assem-'
driving wheel assemblies is driven by an inde- l
pendent motor.
Fig. 2 is a View illustrating somewhat diagram
It is an object of my invention to provide a
15 motor vehicle ofthe class described which pos-
matically, two speed change transmissionsfplaced l
remotely from one' another;
‘sesses greater driving power in proportion to
Fig. 3 is a fragmentary detail elevational'view
the vehicle weight; which has excellent load dis- _ .of a vehicular spring equalizing assembly;
tribution and which will withstand long continuFig. 4 is a detail view clearly illustrating the
ous usage with reduced maintenance cost, and equalizing assembly and with the wheels on the
20 which may be manufactured or assembled at re-
near side removed;
duced cost in comparison with competitive vehicles f of equal performance.
- f
20 `
Fig. 5 is a detail view illustrating certain fea
tures hereinafter more fully referred to;
It isa` further object to provide such a motor
_ Fig. 6 is a sectional view taken substantially
„ vehicleuof simple, strong construction and one
on the line 6-~G of Fig. 5;
25 which can '__be, for the mostl part, assembled fromv , , Fig. '1 is an edge elevationalview of a plate and 25
_- conventional motor, axle and power transmission associated parts forming parti of the assembly
units now extensively utilized in v>truck and bus'
' `
shown in Fig. 5;
It is still further an objecty to provide motor
illustrating certain details hereinafter more fuuy
referred to;
35 .the unitary result of- supplying a relatively long
vehicle wherein the weight of the load is Well distributed, and which has the flmC'ßïOïlS and advan-
tages Previously recited: In the multiple-aide
drive type I prefer to mount two independent
`40 motors of thelight truck type on the chassis or
frame, one behind the other, whereby the driving shafts of the two dnvíng units can be fils"
_ .
I provide simple and efficient means
for supplying a draft of air to the radiator of
the rearwardly disposed motor.
I provide means '
~ Fig. 101s n perspective viewv of a stop pin; _.
35 .
Fig_ 11 is a perspective view of a, rod forming
part of the mechanism for shifting the gear shift
lever of a pair of transmissions in accordance
with the present invention;
Fig. 12 is a fragmentary detail sectional View 40
thmughthe rod shown in Fig 11;
Fig. 13 is a vertical sectional view through an
in more s; leës
1ihise air duct hereinafter more fully referred to“l’ .
o se
eren as on
45 driving axles> or ‘to depart from standard con-
tional view oi the aforementioned assembly and
y Y _operating mechanisms, all of which contribute to
the ends oi the springs secured to the slide;
Í 30
Fig. 9 is an enlarged fragmentary detail 'sec
I provide. in my construction.' a number of co-
the assembly shown in Fig. 7 and also showing
'30 Vehicle construction of the type described which
will'aiford greater safety, maneuverability and
better riding qualities.
Fig. 8 is a plan view of a slide forming part of
Fig‘ 114 is* îjîgtkfnâl Vìeîv taken substantlatly
on the me
g' 13'
'Fig' 151s. a' View illustrating, a' modlñed form
of the invention;
for equalizing the deflection of the springs for
Fïg~ 16 is E' dem“ Sectmnal “ew taken Sub'
50 the dual or multiple-axles, so that obstacles and Stantiauy 0n the une ‘5v-‘l5 0f Fïg- 15?
bumps and irregularities in road surfaces may be
Fig. 17 is a fragmentary detail elevational view
encountered with the greatest ease in driving. I - of a modified form of >slide plate and associated
alsol provide connections between the chassis parts;
frame and the rear multiple-axle unit which per55 mits transverse shifting of said unit relatively to
Fig. 18 is a detail elevational view showing the
manner of connecting the vehicular wheel spring 55 '
with the slide plate oi' thev assembly shown in > the operator is releasing the lock i1 prior to a.
17 ;
Fig. 1,9 is a view in elevaion showing the relative positions oi' the drive connections between
the transmissions and diilerentials in a different
arrangement of vehicular construction; -
Fig. 20 is a detail view with some parte broken
away, showing the driving connection between
the auxiliary motor and the-auxiliary driving
axle of the first described form pf the invention.
manipulation of the gear shift lever 8.~
Where a trailer, such for example, as indicated
at 2| in Fig. 1 of the drawings, is employed any
suitable‘draft connection 22 may be resorted to 5
as is thought to be apparent.
The driving wheels 23 and driving axle assem
bly of the draft vehicle or truck- 5 are of co'nven
tional constructlon and are connected for driv
ing with the truck motor 1 in the usual manner, 10
no change being necessary in the construction,
shown lin. Fig. 1; and
Fig. 21 is a more or less diagrammatical plan> location or connections of such parts.
Further in the form of the invention shown in
view showing the motor arrangement and
Fig. l, in addition to the rear driving wheels 23
end connections.
refer#l I. oi' the foundation truck 5, there is provided rear 15
Referring to the drawings wherein
ence numerals refer to corresponding parte wardly of the wheels y23 a pair of driving wheels
throughout the several views, it will be seen that,- , 24 and drive is transmitted from the transmission
in accordance with the present invention, I may Hjto the wheels 24 through an axle and differ
provide, as shown in Fig. 1, a draft motor vehicle ential assembly oi usual construction provided for
these wheels and also through the medium .of a 20
or truckv indicated generally _by the reference nu
propeller shaft 2o housed within a torque` tube 26,
meral I.
~ “
A motor vehicle or truck of conventional type as best shown in Fig. 20.
The driving axle assemblies are connected to
may t: utilized but I prefetto use one of the
smaller motor type for the reason that by we of the frame in the following manner. Springs 21
a similar auxiliary motor therewitlL-I am able to for the driving wheels 23 are connected to the 25
obtain greater driving power upon dual-driving axle housing in conventional manner. The ior~
axle assembly in relation to the weight of the ward ends of springs 21 are connected with the
motors, transmission mechanisms and frame oi' chassis of the foundation truck in conventional
mannen' while the rear ends of said springs 21
the vehicle. In carrying out .the i'orm of my in
vention shown in Fig. l. the rear part of the body are each pivotaily connected at point> 28 to one
is removed, the entire chassis is utilized and an end of a .sprocket chain 29.
As clearly shown in l‘l‘ig. 3 the sprocket chains
- auxiliary motor, as shown in the form of an in
ternal combusition engine 3, preferably' of similar
construction and horiiepower'to` the main truck
at the lower ends of suspension brackets
ich depend from opposite sides of the chas
motor 1 (see Fig. 2), is mounted on the frame,
as shown, slightly rearwardly of the truck cab.
The controls for the two motors 1 and 6 are
connected together for operation by the driver
ime of the draft vehicle. The chains 29
w„so pivotally connected as at 32 with the
l artig ends of springs 33 provided for rear
in unison, and to provide _for shifting of the levem ' ' '
8 and 9, (see Fig. 2) of the transmissions l@ ai
il, resort is had to a substantially hollow tube
i2 preferably arranged as suggested in the drewœ
ings and in one >end the tube i2 is pivqtally cone
nected with the lever 8 as at I 3 while _at its rela=
tively opposite end the-tube i2 is connected with
the lever 8 as at Il.>
Adjacent the end thereof connected with the
lever I, the tube i2 is suitably formed
at le
to provide an arm rest, and this part up;‘ is also
equipped with a spring clip i3 which
50 the forearm in a manner to hold the
proper position on the tube I2 so that es the geen
shift lever l is manipulated a. ccrresmndlng
movement will be transmitted to the
lever 9 forplacing the transmission i8 and li
trained over sprocket wheels 38 suitably
chains 29 `connecting the opposing ends of
.gs 21 and 33 in co-o-peration with the sprock
over which the chains are trained, consti
...itc equalizing mechanism for equalizing deñec
tiene of the iront and rear sets oi springs and dis
placements of the front and rear driving axle as
sembly when wheels` are encountering irregular
road surfaces.
l' have found that it is of great advantage to
connect or mount the rear driving axle assembly
below the vehiclefframe in suchmanner as to
permit relative shifting of said assembly trans
forming part of one or more different assemblies
hereinafter more fully referred to.
One of the
at the
selected forward, or as the cass
aforementioned assemblies may consist, as best
shot-sn for example in Figs. 6 to 8, inclusive, o!
In motor'
is sometimes
the gear
shift lever,
e. plate 34 having on its top side a rib 35 to which
is Secured in any suitable manner a rod 36 the
ends of which are journaled in bearing brackets
co for example the gear shift lever 8 can be manipuu
versely of the chassis. To this end,_ the rear
ends of springs 33 ,are connected with a slide 'par~
31 that depend from opposite side members of 60
Disposed against the under
for both the lever 8 and the lever> 9, (the lock side of the plate 34 and adapted for movement
structure for the lever I being herein designated relative thereto and transversely of the vehicular
by the reference numeral i3) _provision is also , frame, is a lslide plate 38 to the under side of
made for the simultaneous release of the lock which, at its respective opposite end, are secured
» lated.
Where such a lock structure is provided
~ the chassis frame.
members i1 and i8, this provision in the present .in any suitable manner and as indicated at 38,
instance being in the form of a cable i9 that 'is
^ , clearly shown in Fig. 12, is trained through a part
_of the tube l2 and at one end is connected with
the lock structure i8, as clearly shown in Fig. 2, '
I'while at its relatively opposite end the. cable i9
the aforementioned rear ends of the springs 33.
For lubricating the contiguous faces of the
plates 34 and 38, plate.«38 is provided with a
series of Alemite fittings, or the like, 40.
Because of the 4spring equalizing mechanism
-is formed with a hand ring or the like, 2l, so that ` ' and the sliding connection of the rear axle as
the operator may conveniently pull on the cable
I9 to release the lock i8 while with his other hand
sembly just described, the slide connection mem
bers including plates 34 and 38 may rock on the
shaft 36 when displacement of the axle assem
blies take place. For example, ii the wheels 23
are riding over a bump, spring El will be denected
upwardly causing, by a pull upon the chains 2d,
the springs 33 and rear driving axle assembly
to be displaced downwardly. The displacement
of the forward portion of springs 33 produces
swinging action on the springs and slight roclnng
of the connection parts 36 and di? take place
upon the shaft 3d.
On each side of the trarne and disposed just
forwardly of the connections between the tor»
ward ends oi springs and the eoualizing chains,
I prefer to provide depending abutment mehrà
16 bers A, as'shown, in the form oi heavy channel
irons rigidly secured at their upper ends to the
sides of the frame channel. Forward displace
ment of the rear driving axle assembly, which
sometimes happens in startmg movement oi the
vehicle, causes the spring connecting members 32
may be had to the assembly suggested in Figs.
15 and 16, to connect the rear axle assembly
with the frame and to insure the maintaining of
the rearwardmost wheels against shifting either
forwardly or rearwardly. Thus for this purpose
and as shown in Figs. l5 and 16, resort may be
had to a rod «it which, at one end, is clamped at
di to the axle now provided for the rearwardf
most wheel 2da and at its forward end rod 86
is provided with a ball head d8 suitably engaged 10
in a two-part socket structure de mounted on a
heavy plate E@ which extends transversely of the
vehicle between the plates ed, all oi which is
best shown in Fig. i6.
cured to the shaft which acts as-the _pivot for '
The heavy plate nl preferably isv rigidly se
chain sprockets dil and extends upwardly from
the shaft to the underside of the vehicle `iframe,
and said plate or partition lid extends completely
across the frame and may have turned vertical
to abut against the members a, thereby pre~ edges welded, or otherwise secured to the side
venting displacement of the slide connection >plates d3, ii the construction shown in Figs. 15
plates d@ and 3d. thus guarding against any i, and i6 is utilized.
pressure or strain upon the driving shalt or ,l In place of the mechanism shown in Fig. 5 for
universal connections.
connecting the rear driving axle assembly with 25
It will also be apparent that the torque. tubev the vehicle frame to permit limited sliding of said
2t will serve to uniformly maintain the space assembly transversely of the chassis, other suit- ’
between the wheels 2d and 23 and yet et the same able means may be utilized, such as, for example,
time when the draft and trailer assembly is the construction illustrated in Figs. il and IB.
In this construction, a horizontal plate 6@ is fixed so.
30 negotiating a turn wheels 2d and associated parts to the underside of the frame channels and has
by reason of the connection ci the springs 33
with the plate 3d will be permitted to slide either disposed therebeneath a slide plate 5l (see Figs.
toward the right or left, thus permitting the turn 17 and 18). Slide plate lil has projecting from
to be negotiated more smoothly and without drag 'the opposite side edges thereof, pivot bolts 53
35 and weer on the tires.
When it is desired to retain the plate 3d against
which are connected with the rear ends of the
To prevent endwise displacement or discon
sliding movement, as backing the vehicle, resort v
may be had to stop pins or the like, di which nection ci the cooperating sliding plates 5l and
may be readily inserted downwardly through
openings ¿i2 provided therefor in the plate i3d in
@d and to prevent upward displacement through
bouncing action, l provide a heavy depending'
strap 52 preferably of .i shape, the upper end of
In Fig. 19 is illustrated an application of the which is rigidly attached to a cross member 6l
of Athe vehicle frame. The stern portion of the
invention to a motor truck, there being illus
trated the entire assembly shown for example in .l strap is disposed rearwardly or“ the plates 5l
Fig. 2 as well as the entire assembly shown for. ’ and t@ and acts as a stop to prevent displace 45
45 example in Fig. 5 so that further detail explana
ment longitudinally. of the chassis while the
a manner best shown in Fig. 9.
tions of these-assemblies as used in the manner . turned lower portion ofthe strap underlies the
suggested in Fig. 19 is believed unnecessary..
However, in Fig. 19 is illustrated a slightly
modiñed form of chain and sprocket connection
50 between the springs 21a and 33a. Thus as shown
in Fig. 19 and also in Figs, 15 and 16, opposite
sides of the chassis frame have depending there
from relatively broad plates or hanger brackets
43 which, adjacent the lower corners thereof,
55 are provided with guides ed for the sproclret
plate iii and prevents any substantial separation
oí plates di and tu, due to bouncing action. The
outer and slightly uptuxned tip of the J strap is 50
preferably secured to the plate Sd by suitable
connection means. The strap À52 which is prefer
ably disposed centrally oi‘ the slide plates 5I
and dt, therefore acts as' a keeper and abutment
member for the sliding parts. The construction 55
just described permits relatively swinging of the
chains 29 and which chain is trained over i rear driving axle assembly to the chassis 'frame -
sprockets ¿i5 suitably journaled within the guide
44, as shown.
In connection with the above, it will be under
stood, however, that if desired, the identical same
through the pivotal connection of the pivot bolts
'de with the rear end of springs 33.
dtilso, in accordance with the present invention,
I provide for a proper cooling of the auxiliary
connection between springs 2id and dtd may be ' motor e by inter-posing between the cab 5t of the
resorted to and this is clearly suggested in Fig. d. draft vehicle and the motor d, air collection and
In Fig. 19 is suggested the idea of having the deflection means which will serve to direct air
torque tube 26a. corresponding to the torque tube downwardly and rearwardly through the core of°5565 2d in Fig. 1 extending to the rearwardmost pair the radiator of the rear motor 6. - l
.Eis shown, such means comprises a large Ver
of wheels and a torque tube 26D connecting the
forward motor to the forward axle assembly. tically disposed scoop 55 (see Figs'. l, 13 and 14)
In other words the torque tube leads from the having a forwardly turned iiang'e El which, as
rear motor to the rearmost tandem axles in each shown, overhangs to some extent, the top of the
embodiment. In the embodiment shown in Fig.
19, however, the tandem axles are placed farther
back than in Fig. 1. The only dii‘îerence between
the two tubes is in their length. When a dual
driving axle construction is not desired, resort
truck cab and is spaced therefrom, said scoop
having also forwardly turned side flanges 5S dis
posed some distance outwardly of the side walls
of the cab. The large back and vertical portion
of scoop ed is provided with a large aperture> reg 75
. 4
istering with the front of the radiator. As the very objectionable, diie to the necessary proximity
vehicle moves forwardly, air will be collected by `of the front and rear sets of tires.
the scoop and deflected with considerable force
The advantages derived from mounting an ad
through the core of the radiator to cool the
ditional motor to the rear of the usual motor, in
tandem relation, are important. For one thing,
it permits the construction of a multi-motored
From the foregoing description it will be seen
that, in all forms of my invention, a highly ef
ilcient distribution of weight and load is effected
v hicle nearly entirely from standard parts.
There is no need for special rear axle construc
tions such as are necesary when motors are dis
by my tandem wheel and axle assemblies in co
10 operation with: their connections with the frame
posed laterally of each other at the sides of the 10
and in cooperation with the spring equalizing
mechanism utilized. The .weight "and load sup
ported by the wheel assemblies connected with
frame and are connected to the driving axles in
off-center arrangement. Thus servicing and re
pair, as well as initial manufacturing costs, are
>wheels 23 and 24 are very uniformly distributed not increased as they are in some of the more un
upon the wheels disposed in tandem by a three vusual types of construction. In addition, the
point suspension or support at each side of the weight of the motors and driving connections 'is
chassis. That is, the front end of. spring 21 of .centrally positioned in the same manner as in
the forward wheel assembly is pivotally connect
>the ordinary type of automotive vehicle design.
ed at 21a with the vehicle frame while the rear
-It has been found that trucks constructed ac
cording to my invention, even though made up of 20
relatively light motor units, are capable of with
standing the strains imposed by heavy loads even
in mountainous territory. When compared with
many of the large motor vehicles in use today
it is obvious that the original assembly can be
end of ,spring 33 of therear wheel assembly is
pivotally connected to the frame at a point 33a
spaced considerably from the first mentioned
connection of the front' springs; The third point
of suspension is on the equalizing chain sprocket
30, one of which is'disposed at each side of the
vehicle, support being. transmitted through the
constructed at a comparatively lower cost and
,bolster-s or other depending means which connect
the maintenance cost will be relatively low be
tlìsprocketl shaft with the underside of the
cause-of the fact that smaller and consequently '
chassis frame, and uniformfdistribution of weight
cheaper replacement parts can be secured. Other
and lóadis assured by the equalizing connections
between the rear ends of the front springs 2l
vand the forward ends ofthe rearsprlngs 33 of
the tandem axle assembly. -The`,eñlcient load
distribution functions are obtained in my im
proved vehicle whether one, two'or more of the
operating costs such as those for fuel and lubrica 30
tion are also remarkably less than in other
structures which are capable of doing the same
worn and produce substantially the same power '
although the power plants themselves are ma
terially larger. With my construction, the two 35
'complete and independent power sources and
driving axle assemblies enable the vehicle to- be
tandem axle assemblies are driven, or not., White
I have illustratedtandem axle assemblies hav
ing only two sets of wheels, it will- of course be
apparent that three orv more sets of wheeis
driven even though one of the units, or any part
ci one- of the driving ’axle assemblies or driving
connections, is, for any reason, damaged or ren
tiered inoperative. In traveling with light loads, 40
posed in .tandem mayP be `utilized with even
greater weight distributionweñect for larger vo~
hicles and Afor heavier loads. In" going over it»
additional economy is effected with my structure
regular r_road surfacesLthe proportions oi' the load
distributed uponlthe'several wheels of my tandem
since it is only necessary in such instances to
operate one of the power units.
It will of course be understood that various 45
45 assembly will vary but very slightly and vjolting
and tilting of the load is minimized.
With myl construction I have described, the
changes may be made in the form, details, ar
rangement and proportion of the parts without
departing from the scope of my invention.
turning of the vehicle in rounding et curves in
travel is greatly facilitated by my' mechanism
50 Whichconnects the rear of the tandem axle as»
sembly with _the rear portion of the frame to
What is claimed is:
1. A motor vehicle comprising an elongated
frame having a rear pay load carrying portion,
tandem wheel assemblies supporting the rear
to the axle assembly.` Thus, -in making a turn, - ward portions of said frame, said wheel assem
ven the front steering wheels of the foundation bliesï‘including at least a pair of driving axles
V¿rok are turned to follow a curved path, the each driving a pair of Wheels and operably con
Aear of the chassis'frame shifts or swings rela
nected‘to said frame, a 'first internal combustion
permit transverse shifting of the frame relative
.’tively toA the-tandem axle assembly, my slide
connections permitting such shifting action.
engine c'arried by said frame at the front of the
vehicle andA projecting upwardly above said
' Lateral draggingl of the wheels and lateral strains . frame, a second internal combustion engine car
60 upon the axle assemblies Àis thus substantially ried by said frame at the fore part of the vehicle
.so f
eliminated withA the'result that tires, springs and
behind said first engine and projecting upwardly
axle assembly parts will withstand considerably above said frame, both of said engines being
more wear~than in thek case-of other-„tandem
driven motor vehicle> construction. '
It further will be seen that withmy axle as
sembly equalizing construction andV mechanism
for uniformly Vdistributing .the load, -that the
located forward of the pay load carrying portion
i of the frame. a first drive shaft below said frame
connected to and running directly rearwardly
from said ilrst engine to one of said driving axles
and operatively connected therewith and a second
front and rear Wheels of the tandem can be and ' drive shaft below said frame connected to and
are placed a considerable distance apart, which running directly rearwardly from said second en
70 substantially. eliminates'heating of the tires, as gine to the other of said driving axles and oper
well as tire chopping from.r gravel and materials
thrownupon the rear .tire treads by the front
wheels of the tandem. In most commercial
structures employing tandem axle assemblies,
75 such heating and tire chopping has been found
atively connected therewith.
l 2; A motor vehicle comprising an elongated
frame, a driver’s cab mounted on said frame at
the forepart thereof, tandem wheel assemblies
supporting the rearward portions of said frame,
' 5
said frame having a rear pay load carrying por
tion, said wheel assemblies including at least a
pair of driving axles each driving a pair of wheels
and operably connected to said frame, a first
internal combustion engine carried b'y said frame
at the front of the vehicle and projecting up
wardly above said frame forward of the driver’s
cab, a second internal combustion engine carried
by said frame at the forepart of the vehicle di
10 rectly behind said driver’s cab and projecting
first internal combustion engine carried by said
frame at the front of the vehicle and projecting
upwardly above said frame, a second internal
combustion engine carried by said frame at the
forepart of the vehicle .behind said first engine
and projecting upwardly above said frame, both
ofsaid engines being located forward of the pay
load carrying portion of the frame, a first drive
shaft below said frame connected to and run
ning directly rearwardly from said first engine to 10
the forward driving axle and operatively con
upwardly above said frame, both of said engines
being located forward of the pay load carrying `nected therewith and a second drive shaft below
portion of the frame, a first drive shaft below said frame connected to and running directly
said frame connected to and running directly rearwardly from said second engine to the'more
' rearwardly spaced driving axle and operatively
15 rearwardly from said first engine to one of said
driving axles and operatively connected Athere
connected therewith, said two drive shafts over
connected to and running directly rearwardly
with and a second drive shaft below said frame l lapping one another through portions of their
from said second engine to the other of said driv
20 ing axles and operatively connected therewith.
3. A motor vehicle comprising an elongated
frame having a rear pay load carrying portion,
tandem.V re'ar wheel assemblies supporting the
rear portions of said frame, said wheel assemblies
25 including at 'least a pair of driving axles on'e
located behind 'the other, each driving a pair of
wheels and operatively connected to the’ frame, a
4. The structure deñned in claim 3, and said
second drive shaft passing over said forward 20
driving axle.
5. The structure defined in claim 3, each of
said engines having selective transmissions and
means for simultaneously shifting both trans
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