Патент USA US2135906код для вставки
Nov. 8, 1938. E. C. MERRY 2,135,906 » ` AUTOMOTIVE VEHICLE Filed March 20, 1936 È 6 Sheets-Sheet l 4m@ m lm n .v e n l0. fl Edward' ¿'Meríïy Q ì @w00 á ` A llorneys mul Nov., 8, 1938. 2,135,906 E. c. MERRY AUTOMOTIVE VEHICLE Filed Maron 2o, 195e e sheets-sheet 2 Inventor Mix/@2&7 ¿'Äferg q By @ma x á y Attorneys Nov. 8, 1938. ETS COM MVCRVZRm,Yml AiUl ,Wd .um Eh. w% F O 2t .117 6 6 Sh e e 6 3h5., uw0J.t 0s S NDV. 8, 2,135,906 E;l C, MERRY AUTOMOTIVE VEHICLE n Filed March 20, 1936 6 Sheets-Sheet 4 (ÍLlIaH.' JHI Inventor Z'Än’wra? @Merry Byßß’v'og É and» Attorneys Nov. 8, 1938. E Q_ MERRY 2,135,906 AUTOMOTIVE VEHICLE Filed March 20, 1956 6 Sheets-«Sheet 5 NOV. 8, 1938. E, Q_ MÉRRY 2,135,906 AUTOMOTIVE VEHICLE Filed March 20, 1936 6 Sheets-Sheet 6 Áììorney: 85,1933 _ Y. ` l e ’i a .i 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'. 5 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 lyvhichz-- 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. . bly; ' ` ` , 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; „ 'f 15 ‘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 i 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' construction. ' - ' ` ' y 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" > _ . struction». 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 poîednecessary in more s; leës licaë'lalle‘lniëlatitähland 1ihise air duct hereinafter more fully referred to“l’ . o se e eren as on no 45 driving axles> or ‘to depart from standard con- s 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. l Fig. 8 is a plan view of a slide forming part of ` Fig‘ 114 is* îjîgtkfnâl Vìeîv taken substantlatly on the me o g' 13' v. . '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? 50 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 l manner of connecting the vehicular wheel spring 55 ' 2 9,185,906 with the slide plate oi' thev assembly shown in > the operator is releasing the lock i1 prior to a. Fig. 17 ; ‘ ' ' Fig. 1,9 is a view in elevaion showing the relative positions oi' the drive connections between ‘ f. 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 15 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. 4 ~ “ 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 o 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 40 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= 45 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 A equipped with a spring clip i3 which 50 the forearm in a manner to hold the V proper position on the tube I2 so that es the geen shift lever l is manipulated a. ccrresmndlng movement will be transmitted to the shirt lever 9 forplacing the transmission i8 and li trained over sprocket wheels 38 suitably »t n g 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 be, at the reverse samespeed. selected forward, or as the cass aforementioned assemblies may consist, as best shot-sn for example in Figs. 6 to 8, inclusive, o! which suitable In motor' must lockbe trucks structure released therebefore indicated is sometimes the gear generally provide-c. 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 60 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 atascos 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. 10 ' . 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. - 15 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 springs td.- ` ' ses> ‘ 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 40 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. 60 , - 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 70 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 75 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 2,185,906 . 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 motor. ' " ` 9 " 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 440 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 55 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. ' 65 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 70 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, u.. ' 5 2,185,906 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 length. 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 missions. a ‘ @WARD C. MERRY.