вход по аккаунту


Патент USA US2410557

код для вставки
Nov. 5, 1946.
Filed Aug. 23, 1943
7l Sheets-Sheet 1
NGV- 5» 1946-
Filed Aug. 23, 1943
7 Sheets-Sheet 2
Nov. 5, 1946.
F. A. wA'rsoN
Filed Aug. 23, 1945
'7 Sheets-Sheet 5
Nov. 5,1946.
F. A. wATsoN
Filed Aug. 23, 1943
7 Sheets-Sheet 4
l _Merval-07"
@an/f A- Wan/:S 0 I@
¿y /
%„ y
NQ“ 5» i946.
È ma.
Filed Aug. 25, 1943
'7 Sheets-Shea?. 5
Filed Aug. 23, 1943
7 Sheets-Sheet 6
Nw., 5, EM.,
Filed Aug. 23. 1945
7 Sheets-Sheet 7
Elan” A. www@
Patented Nov. 5, 1946
Frank A. Watson, Chicago, Ill. y
Application August 23, 1943, Serial No. 499,725
(cl. iso-_24)
9 Claims.
This invention relates generally to automotive _ » sembled for coacting and concurrent operation
vehicles and in particular to a vehicle of heavy
on the actuation of a common fluid pressure unit.
duty type such as a truck or bus, in which a front
A feature of this invention is found in the
drive axle is provided with dual wheel assemblies
pivotally movable to conform to the contour of
the road surface over which the vehicle is operat
provision of aJ dual wheel front axle drive as- '
sembly in which the vehicle engine is supported
at one end directly on the front axle and rotat
ably supported at its opposite end on the vehicle
Dual wheel assemblies now commonly used are
frame to provide for its movement with the front
generally applied to the non-steering wheels of
a vehicle and supported for rotation together. It 10
Yet another feature of this invention is found
is common practice to have dual wheel assemblies
in the provision of a dual wheel front drive as
on a rear axle but in these assemblies the dual
sembly in which the dual wheels are supported
wheels are usually supported on a common hub
together for pivotal movement in both horizontal
unit and incapable of relative rotation to com
and vertical planes and connected with a drive
- pensate for different sized tires being used on the 15 shaft by means including a diiîerential mech
dual wheels, or for one of the tires travelling a
anism to provide for their relative rotation. .
greater distance than the other tire when the
A still further feature of this invention is found
vehicle is maneuvered out of a straight line path.
in the provision of a dual front wheel drive as
With the wheels thus assembled their rotation
sembly in which the wheels are supported on a
together is accomplished Vby the slipping of one 20 spindle pivotally movablev in one -direction about
wheel relative to the road surface. This slipping
a'vertical axis means and in a direction normal
is objectionable due to the fact that tire wear is
to such one direction about a horizontal axis
accelerated by the slipping action.
means, with the two axis means being located
By vi ue of the wheels being rotatable as a
-substantially intermediate the dual wheels.
unit it s apparent that these wheel assemblies 25 Driven connection of the wheels with a drive
are incapable of being used for steering purposes.
shaft is accomplished by means including a dif
As a result trucks and buses now in use have dual
ferential mechanism carried on the spindle.
wheel assemblies only on the rear axle and single
Further objects, features and advantages of this '
wheels on the front axler regardless of the fact
invention will become apparent from the fol
that the load may be equally distributed on both
lowing description when taken in connection with
axles. The tires on the single steering wheels,
the accompanying drawings in which;
therefore, are continuously subjected to an over
load, or at least are always maintained near the
Fig. 1 is a sectional plan view of the improved
vehicle of this invention with parts broken away
to more clearly show the construction and rela
maximum limit of their safe carrying capacity.
It is an object of this invention, therefore, to 62 gl‘ tive assembly of a dual front wheel drive assembly
provide an improved automotive vehicle of heavy
duty type.
Fig. 2 is an enlarged sectional view taken on
the line 2-2 in Fig. 1 showing the dual front
wheel drive assembly of this invention;
` out so that the vehicle load is equally distributed 40
Fig. 3 is a sectional view taken along the line
over all of the wheel tires.
3_3 in Fig. 2;
A further object of this invention is to provide
Fig. 4 is a view partly in section as seen along
'A further object of this invention is to provide
a vehicle having dual wheel assemblies through
a dual'wheel assembly for a front axle in which
the line 4--4 in Fig. 2;
the wheels are pivotally movable together for
Fig. 5 is a sectional view taken on the line 5-5
steering purposes and supported for relative ro
' in Fig. 1 with parts broken away to more clearly
tational movement.
show the assembly relation of the dual front wheel
Another object of this invention is to provide
assembly with the front axle and the support of
va dual front wheel drive assembly in which the
the vehicle engine on the front axle;
dual wheels are pivotally movable together in a
Fig. 6 is a sectional view of the „front wheel
vertical plane to accommodatey themselves to 50 assembly as seen along the line 6_6 in Fig. 4 and
unevena‘oad surfaces.
showing the wheels in a turning position;
A still further object of this invention is to
Fig. '7 is a. perspective view of a part of the front
provide a brake system for a dual wheel assembly
wheel drive assembly; and `
having relatively rotatable wheels, in which brake
portions on each wheel are constructed and as
' Fig. 8 is an exploded perspective view of the
the dual front wheel drive assembly
y q
bliesr Since thefront wheel assemblies are simi
which provide for the pivotal movement of the
wheels in vertical and horizontal planes.
Referring to the drawings the improved auto
lar in construction only one of them will be re
ferred to in the following detailed description.
A front wheel assembly includes the steering
head 32, previously explained, and a steering
` motive vehicle of this invention is shown in Figs.
1. 2 and 5 as including a ‘substantially rectangu
lar horizontal frame or chassis l5 which extends '
-completely about the .drive and control mecha.
frame or yoke member 46 (Figs. 2, 3 and 8) . The
yoke member 46 is integrally formed with a ver
tically extending portion 41 of a ysubstantially
ring shape having a-top boss portion 48 and a
ably reinforced by transverseand longitudinal 10 U-shaped bottom- 49, and a horizontally pro
jected quadrant 5| with a steering knuckle 52.
frame members, only two longitudinal members
I6 being illustrated in Fig. 1 ’for the purpose of - The boss portion 48 and U-shaped bottom 49
nisms of the vehicle to function as a protective ' ~
bumper for these parts. The chassis I5 is suit
‘ have coaxially aligned Lbores 53, with the verti
cal 'height of the steering frame being such that
The vehicle engine l1 is supported pn cross
>bars I8 c’arried on a sub-frame I9 which is se 15 it slidably rits between the jaws 34 of the steer
ing head 32. When the steering frame is in posi
cured at its rear end byl a bracket 2l to an axle
tion within the jaws 434 a bore 53 in the steering `
housing 22 of a usual construction. The front
frame is adjacent a corresponding jaw 34 in the
end of the sub-frame is rotatably mounted on
steering head with’all of the bores 35 and 53 be
the chassis i5 by a ball and socket connection
ing in coaxial alignment. This relative position
including a ball 23 on the sub-frame and a cor
of the steering head 32 and the steering frame
responding socket 24 carried on a bracket 28 se
46 is maintained by .the insertion of a king pin
cured to the chassis l5. This ball and socket
54 in each pair of corresponding bores 35 and
connection serves the dual purpose of taking the
53, a bushing or bearing 56 being located in a
engine driving torque and of supporting the front end of the engine I1 while permitting free move 25 bore 35 to rotatably support a king pin 54.
The king pins 54 are secured for pivotal move
ment with the steering frame 46 by an associated
tapered pin 55 extended through aligned open
ings formed in a ¿king pin and in the steering
and clutch 21a together with the transmission
28 are mounted on the sub-frame I9 in driven 30 frame 46 through the wall of each bore 53. It
is seen, therefore, that on manipulation of the
association with the engine i1 in a usual man
steering knuckle 52 the steering frame 46 is piv
ner, a clutch pedal being indicated at 30. _The
otally moved about the king pins 54 in a hori
drive shaft 29 from the transmission 28 is aligned
zontal plane. Actuation of the steering knuckle
with and connected with the front axle drive
52 is accomplished by its connection in a ball
shaft 3| to provide for the direct transmission
and socket joint 51 (Figs. 1 and 2) with a steer
of power to the drive shaft 3i without the usual
ing rod 56 suitably connected with a steering
propeller shaft and universal joints.
As illustrated in Fig. 1 the vehicle includes
wheel 59 for the vehicle.
As best shown in Figs. 3 and 8 the steering
front dual wheel drive assemblies and dual rear `
wheel assemblies 45 associated with a rear axle 40 frame 46 at the ring portion 41 is provided with
a pair of ears 6| oppositely extended inthe same
axial direction and in a horizontal plane. An
Each front dual wheel drive assembly includes
ear 6| is constructed for reception between the
a steering head 32 of the so-called Elliott type
legs of a corresponding U-'shaped lug 62 oppo
(Figs. l, 2 and 8) which comprises‘a tubular body
sitely arranged on a gear case 63 integrally
member 33 positioned about and‘secured to the
axle housing 22, and oppositely arranged goose
formed with a spindle 64 for dual wheels 66 and
61. The legs of each lug 62 have aligned holes
necks having horizontal portions or jaws 34 ex
therethrough for receiving a pivot pin or stub
tended outwardly in an axial direction from the
shaft 66 which is also extended through a hole
tubular body member 33. As` clearly appears in
Fig. 2 the jaws 34 are vertically spaced from
in a corresponding ear 6| on the steering frame
46. The extreme end of each ear 6| is extended
each-other with each jaw having a vertical bore
through an opening provided in the connecting
35 which are in relative coaxial alignment. 'I'he
portion 69 between the legs of a lug 62.
upper jaw 34 of each steering head 32 is formed
with a supporting arm 36 projected inwardly
Each pivot pin 68 is maintained in position
over the tubular body portion 33. A leaf spring . within a corresponding ear 6| 'and lug 62 by ya.
31 is connected at each end with an arm 36 by
setscrew 1| threaded in a lug 62 for frictional en
gagement with a pin 68. It is thus seen that
a spring shackle 38.
the combination gear case and spindle 63--64
The upper part of the spring 31 is received
is supported at the pivot pins 66 for pivotal move
in a channel member 39 (Fig. 5) and is retained
in the channel member by a supporting plate 60 ment with the steering frame 46 in a horizontal
plane, and for pivotal movement about the pins
4| and U-shaped clamping bolts 42. A second
68 in a vertical plane independently of the steer
channel member 43 is secured in a superposed
ment of the axle housing 22 to accommodate it
self to road surface irregularities as will be later
explained. A clutch operating mechanism 21
position on the `menrber.19 by vangle members
ing frame 46.
'I‘his double pivotal movement of the combina
tion gear case and spindle 63-64 is clearly ap
a semi-circular frame member 44 composed of a
parent from a consideration of Fig. 8. As-previ
` heavy plate metal and extended transversely of
ously explained the steering head 32 is iixed on
the chassis l5. The end peripheral portions of
the front axle housing 22 with the horizontal jaws
the semi-circular frame member 44 are secured
34 in a vertically spaced relation. On insertion
`. to corresponding semi-circular portions of the
chassis l5 as is clearly illustrated in Figs. 1 and 70 of the steering frame 46 between the jaws 34
the upper boss portion 48 and lower portion 49
5. The frame or plate member 44 thus serves
of the steering frame are adjacent to a corre
the dou-ble function of supporting the forward
spending jaw 34. On extension of the pins 54
end of the chassis l5 on the front axle housing
within the aligned openings 35 and 53 in these
22 and of forming a housing or guardfor the
adjacent corresponding parts, the steering frame
axle housing and the front dual Wheel, @55619
Carried on the top channel member 43 is
is rotatably supported on the steering head 32 for
pivotal movement in a horizontal plane about
the vertically extended pins 64. With the steer
ing head 32 and steering frame 46 assembled in
this manner the gear case-62 of the combination
gear case and spindle 63-64 is pivotally con
nected with the steering frame by the coacting
engagement of a corresponding ear 6| and lug
62 and the insertion of a pin 66 therethrough.
Also rotatable on the reduced section 93 of the
sleeve 64, and." at the end o! the sleeve in an
axially spaced relation with the gear ring 62. is >a gear ring 66. The gear ring 66 is assembled
on the sleeve 64 >at the outer or free end of the
spindle 64 and is held against axial movement on
the sleeve in'one direction by‘a locking nut and
washer assembly 99. Axial movement of the gear
96 in an opposite direction is prevented by a cir
By virtue of the ,pin 66 heilig extended in a hori 10 cumferential
shoulder portion |0| -formed _on the
zontal plane the combination gear case 63' and
93 of the sleeve 64 .between the
spindle 64 is pivotally movable in a horizontal
gear 66 and the gear62. On the shoulder'section
` plane with the steering frame-46 relative to the
|0| are mounted differential gears |02 rotatably
steering head 32, but movable in a vertical plane
independently of the steering frame 46 and re 15 supported on screws |03 radially extended from
the sleeve 64 and secured thereto by an associ
gardless of the pivotal position of the steering
ated nut |04. 'I'he gears|02 coact with the
frame 46 relative to the steering head 32. In
ring gears 92 and 96 in the conventional differen
other words, this relative assembly and construc
tial gearing manner.
tion of the steering head 32, steering'frame 46
'I'he hub |06 for the outer wheel 66 is rotat
and combination gear case and spindle member 20 ably
supported on the hub 9| for the inner wheel
66-64 provides for a concurrent pivotal move
61 and extends over the gears |02 to completely
ment of the combination member in both vertical
enclose these gears within the wheel assembly and
and horizontal planes.
between the gears 92 and 96. The hub | 06 is se- '
As shown in Fig. 8 the ring portion 41 of the
cured to the gear 96 by screws |01 so as to be
steering frame 46 is formed at one side with a
rotatable therewith. A spring cover |05 is re
` pair of vertically spaced lugs 12 extended in a
ceived within the blank side of the gear 98 to
direction oppositely from one of the lugs 6|. The
the outer end of the wheel spindle 66 and
lugs 12 are formed with aligned openings 13 for
the associated assembled pa‘rts. 'I'hus consider
receiving a pin 14 by which a drag link 15 is
ing the sleeve 64|4 as a driven unit the relativie
`povotally connected at one end with the steering
assembly of the gears 92, 96 and |02 provides a
frame 46. The opposite end of the drag link 15 30 differential mechanism between the wheels 66
is connected with like lugs 12 formed on a steer
and 61 which is carried on the spindle 66 and
ing frame for the opposite dual wheel assembly
completely enclosed within the dual wheel as
corresponding to the wheels 66 and 61. The steer
ing frame 46 for this opposite dual wheel assem 35
The gear mechanism for driving the gear ring
bly is constructed in all respects thesame as the
86 on the sleeve 64 from the drive shaft 3| will
steering frame 46 except for the elimination of
now be described. The gear case 63 adjacent its
the quadrant `5| and steering knuckle 52 for
upper end, as viewed in Figs. 2 and 8, is provided
reasons which are believed to be obvious.
an inverted cup-shaped projection |06 for
Secured by screws 16 to the back or right side 40 with
receiving a bearing |09. oppositely arranged ver
of the gear case 63, as viewed in Fig. 2, is a com
tically downwardly from the cup-shaped projec
bination gear case cover and brake backing plate
tion |06 is an opening ||| for a bearing || 2, the
11. The plate 11 has an offset portion 16 at its
opening ||| being formed in a. horizontally and
inner periphery to_ accommodate a grease retainer
downwardly extended cap ||3 integral with the
ring 19 and an offset portion 6| at its outer
gear case 63. The cap |I3 is open at the back
periphery to receive brake rings 62 and 63 which
side of the gear case 63 and constitutes a part
will be later described. The retainer ring 19 is
of the housing for a. gear ||4 mounted on a ver.
mounted about a stepped hub or sleeve unit 64
tical` shaft ||6 and in meshing engagement with
rotatably supported on the spindle 64 by roller
.bearings 66 and 61. Integrally formed with the 50 the sleeve gear 66. The shaft ||6 is of a stepped
construction and rotatable in the bearings |09
sleeve unit, 64 and at the extreme left end there
and ||2, bearings ||1 and ||6 oppositely posi
' of as viewed in Fig. 2, is a gear ring 66 which is
located between the back of the gear case 63 and .
tioned in a gear case insert H9, and a bearing
|2| adjacent the lower end of the shaft ||6, as
viewed in Fig. 2,.carried in a cover plate |22 for
in an axial position on the spindle 64 by a hex
agonal nut 85 threaded on the end- of the spindle 55 the bottom of the cap | I3. The lower bearing |2|
is held in vertical coaxial alignment with the re
and locked in a usual manner by a coacting
maining supporting bearings »for the shaft || 6
AWasher 69.
by a ñtted positioning of the cover plate |22
A stepped 'hub' 9| for the inner wheel 61 is
within the cap and against the backing plate 11,
rotatably supported over an enlarged section of
and the securing of the plate |22 to the cap byÍ
the sleeve unit 64, with the hub 9| terminating 60
screws |23. Thus as shown in Fig. 2 the gears
at one end in an _integrally formed gear ring
66 and ||4 are completely enclosed between the
92 rotatableabout a reduced section 93 ofthe
back of the gear case 63, the cover plate |22 and
sleeve 64. 'I‘he gear 92 is held in position axially
the backing plate 11.
of the sleeve by the coacting engagement of mat
’I'he gear case insert ||9 (Figs. 2, 3 and 7)
ing sleeve and hub portions which form a shoul 65
is of a substantially cylindrical shape having a
der 60 at the junction of the enlarged part of
closed rounded end and an oppositeopen end
the sleeve with its reduced section 93. 'I'he oppo
the backing plate 11. The sleeve is maintained
|20, with the opposite sides of the insert in which
site end of the hub 9| is offset, for mating en
v'the bearings ||1 and ||8 are located being of a
. gagement with the offset 18 in the backing' plate
11. Integral with the hub at such opposite end 70 flat form to provide for the assembly of these
bearings in frictional engagement with the corre
is a wheel plate 94 for the wheel 61 having an
sponding-bearings |06 and ||| in the gear case
axially extending annular flange 96 atits‘outer
63. Mounted on the vertical shaft ||6 and with
periphery constructed for connection with the
in the gear case insert ||9 is a gear |26 fric
wheel rim by bolts 61.
75 tionally engageable with the bearing ||8 and in
The central position of the pivot pins 54 and V9|!
meshing engagement with- a gear |29 mounted
relative assembly and construction of the ear lugs
between‘fthe dual wheels effectively balances the
pivotingïtorque or the wheels and further divides
and balances the shocks resulting when the wheels
meet with any road obstruction. This effective
62 of the gear case and the gear case insert ||9
is such that when the gear case 63 is pivotally
connected at the pins 68 with the steering frame
ther by this construction I am able to obtain 45°
on a stub shait |3| which is extended from the
axle housing 2-2 and into the gear case insert
||9 at its open end |20 (Figs. 2 and 3). The
ly reduces shimmy in the wheels which is one of
the major faults of dual »steering -wheels. Fur
pivoting angles as compared with 37° angularity
49,-the shaft H8 is in verticalcoaxial alignment
with the pivot pins 54 connecting the steering 10 in conventional axles. The pivoting action of my
duahsteering wheels, which are also drivers, elim
frame with the steering head 32.
mates the nre drag of nxed wheeis which is
The drive shaft gear |29 (Fig. 3) is-mounted on
a stub shaft |3| journaled on a roller bearing A
|32 carried in a cover plate |33 for the open end
|20 of the insert ||9, the cover |33 being secured
kn‘own to reduce the life one-half in mountainous ,
roads having almost continuous twists and turns.
From a consideration of Figs. 2 and 3 it is seen
that the pivot pins 88 are centrally located be
to the insert by screws |34. Adjustment of the -
bearing |32 relative to the gear |29 is accom
plished by the insertion of shims |36 between the
cover |33 and the insert end |20.
Connection of the drive shaft 3| with the stub 20
shaft |3| is made through a universal joint |38
having one hub |33 splined with the stub shaft,
with the relative axial positions oi the stub shaft
|3| and hub |39 being maintained by a tapered
pin |4| extended therethrough. The opposite hub 25
|42 of the universal joint is in splined engage
ment with the drive shaft 3| vbut axially slidable
relative to the shaft 3|. A plate member |43 is
secured over the outer or free end of the axle
housing 22 and is provided with a vertically ex 30
tended opening |44. The hub |39 of the uni
versal joint |38 is in bearing engagement with
the vertical sides of the opening |44, as shown`
tween the wheel tires so that the load on the ve
hicle is equally supported on the tires.
Since lthe wheels 86 and 6l are free to pivot on
the pivot pins E8 to automatically conform to
changing road surfaces, as shown for a crowned
road in Fig. 5, an even support of the Vehicle
load on the wheel tires is maintained at all times
of vehicle travel. This pivotal action of the
wheels also provides for a reduction in the im
pact on a. tire resulting from the striking of a
road object since the tire is able to ride over the
object without having to lift the companion tire
an equal height out of contact with the road.
The brake system for the -whee1s'66 and 91
includes the brake rings 82 and 83, previously/
mentioned, which are located in the outer pe
ripheral offset 8| of the backing plate 11 (Fig.
The ring 82 is integrally formed with a plu
in Fig. 3, but is free to oscillate in a vertical di
rection between the ends of the opening |44 as 35 rality of angularly spaced studs or extensions |49
projected axially from one side of the ring into
shown in Fig. 2. The gear |29 is thus pivotally
corresponding openings formed in the radially
movable in a vertical plane with the gear case
extended part of the offset 8|. Secured to the
63 and gear case insert H9, while the stub shaft
opposite side of the brake ring 82 is an annular
|3| is maintained in axial alignment with the
drive shaft 3 i .
In the operation of the dual front wheel drive
assembly oscillation or turning movement of the
steering frame 46 in a horizontal plane by opera
tion of the vehicle steering wheel 59 moves the
combination gear case and spindle member 63--64
and all of the mechanism attached thereto as a
unit. During such oscillation or turning move
ment the gear |28 rolls relative to the gear |290.
and the gear ||4 relative to the gear 88, by virtue
40 brake shoe |5|. The extensions |49 are slidably
supported for axial movement in the offset 8|.
A disc-like piston |52 is carried at the free or
outer end of each extension |49 for cooperative
associationwith a corresponding pressure cyl
. inder |53 concentrically arranged relative to an
extension I 49-and secured at its lower end to the
outside of the offset 8|, the extension |49 acting
as a piston rod for the piston |52. The top of
the cylinder is closed by a cover plate |54, with a
of the shaft IIE being in coaxial alignment with 50 space in each cylinder and piston assembly
formed between the piston |52 and a, correspond
the pivot pins 54.
ing cylinder cover |54 being interconnected by
Further the different relative distances trav
pipe lines |56 connected to a main line |51, which
elled by the wheels 66 and 61 during a, turning
in turn is connected with a master fluid cylinder
movement is accomplished without any scufllng
or dragging of the wheel tires because of the dii 65 (not shown) of a fluid braking system which in
cludes the brake pedal |58 shown in Fig. 1. .
ferential gears 92, .98 and |02. This same dii
On operation of the brake pedal |58 the iiuid
ferential action takes place when the wheels 86
and I6l are travelling over road surfaces of dif
ferent elevation such as the usual crowned road
pressure in the lines |56 and |51 and in the cyl- inders |53 is increased by the action of the mas
illustrated in Fig. 5. The differential mechanism 60 ter cylinder, in a manner well known in the art,
to in turn move the pistons |52 and brake ring
while permitting either of the wheels to overrun
82 in an axial direction toward the right, as
the other also provides for the application of
viewed in Fig. 2, for a purpose which will appear
an equal driving force to each wheel.
later. This movement of the pistons |52 and
The assembly of the steering head 32 within
the inner wheel 81 with the jaws 34 extended sub 65 brake ring 82 takes place against the action of
a spring |60 arranged in compression between
stantially to the outer wheel 69 places the pivot
each piston |52 and the bottom of an associated
pins 54 in a vertical plane adjacent the vertical
cylinder |53.
plane of the pivot pins 68 which are located cen
The brake ring` 93, which is assembled within
trally between the wheels 58 and 61. This ar
rangement of the pivot pins 54 and 68, together 70 the offset 8| with the brake ring 82, has a flat
side adjacent the brake band |5| of the brake
with a relatively wide vertical spacing of the jaws
ring 82. The opposite side of the brake ring 83
34, eliminates the bending moment on the drive
is integrally formed with a plurality of angularly
shaft 3|, stub shaft |3| and spindle 54, and fur
spaced lugs |59 which are slidably movable in an
. ther reduces the frictional pressure at the pivot
75 axial direction through corresponding openings
pins 54.
l0 .
in the flange or wheel plate 64 of the inner whee1
both wheels are released together by the concur
rent reductionaofjthe pressure in the cylinders
61. From a consideration of Fig. 2 it is seen that
the brake rings 82 and 63, with the brake band
|53 and the\action of the springs |60 and |64. As
a result, during a complete brake action the full
braking toràue is always divided between the
|5| therebetween are completely enclosed by the '
offset 8| and cooperating portions of the ywheel
plate 94 and its axial annular flange 96, the wheel
wheels 66 and 61.
‘ plate 94 being in back to back slidable engage
From a consideration of the above description
ment with the backing plate 11. The brake ring
it is seen that the invention provides an automo
83 is connected at the lugs |69 to a brake ring
tive vehicle of heavy duty type, in which the load
|62 by screws |63, the brake ring | 62 being ad 10 is capable of being\equally distributed over all
jacent the side of the whee1 plate 94 opposite
of the vehicle tires by the provision of an im
from the wheel plate side which is adjacent to
proved front dual wheel assembly. Although the
the brake ring 83. The lugs |59 are of a.> length
relative to the width of the whee1 plate 94 such
that the brake rings 83 and |62 are axially
w .Y w-heels in this assembly are relatively rotatable
movable to stop positions againsta. correspond-_
completely enclosed within the wheel assembly
ing side of the whee1 plate 94.
Normally the brake ring |62 is releasably held
in a stop position and the brake ring 62 out of
a stop postion with the wheel plate 94 by a plu 20
rality of hat springs |64 each of which has one
end biasing the brake ring |62 toward the whee1
plate 94 and an opposite end secured to the Wheel
plate |94 `by a cap screw |66. The brake rings
¿their positive braking is accomplished by indi
vidual `brakes relatively assembled so as to be
and concurrently'operated from a common mas
ter cylinder. The differential mechanism pro
viding for a relative rotation between the front
dual wheels is also enclosed within the wheel as
sembly and supported entirely on the wheel spin
die, to provide in all a compact wheel assembly
adapted to be positioned within the same space
available for dual wheel assemblies now used
83 and |62 are rotatable with the wheel plate 94 25 commercially.
and in turn with the inner whee1 61.
The wheel driving mechanism is completely
»A brake shoe ring |61 is secured by screws |66
free of the pins 54 and 66 so that any wear on
to the wheel plate> |69 of the outer whee1 66,
these pins in no way changes the relationship of
which wheel plate is integral with the outer wheel
the related parts of the driving mechanism.
hub |66. The whee1 plate |69 at its outer pe 30. Conversely the pins 54 and 68 are not affected
riphery has-an axially extended annular ilange
in any manner by wear or adjustments to the
|10 positioned about the brake ring |62 and
mechanism. The driving mechanism and
brake shoe |61, the flange terminating, adjacent
brake system are completely enclosed within the
the inner whee1-plate 94 so that the brake ring
confines of the wheels 66 and 61 so as to be pro
|62 and brake shoe |61 are completely enclosed 35 tected against possible injury by striking ob
between the inner wheel plate 94 and the outer
structions, loading docks and the like. Also the
wheel plate |69, with the brake shoe |61 rotatable
wide spacing or vertical distance between the
with the wheel plate |69. Radially extended
pivot pins 54, together with the location of the
from the iiange |10 is an annular ilange |1| t'o
pivot pins 68, intermediate the wheels 66 and
which the rim of the outer whee1 66 is connected 40 61 permits the wheels to absorb heavy shocks
by bolts |12.
without displacement or injury to these pins and
In a normal released position of the above de
the parts which they connect.
scribed brake rings 82, 83 and |62 and the brake
Although the invention has been described
shoes |5| and |61, the _brake shoe |5| is releas
respectA to a preferred embodiment thereof
ably held out of a frictionally engaging posi
it is to be -understood that it is not to be so lim
tion with the brake ring 83 by the springs |66 in
ited since modifications and changes can be
the pressure cylinders |53, while the brake ring
made therein which are Within the full intended
| 62 is releasably held out of a frictional engag
scope of this invention as defined by the append?
ing position with the brake shoe |61 by the
ed claims.
springs |64. On operation of the master cylin 50
derby the brake pedal |58 to supply ñuid under
1. A'dual front wheel drive assembly includ
pressure to the cylinders |53 the brake shoe |5|
ing an axle housing, a drive shaft, a yoke mem
engages and moves the brake ring |62 against
ber, a spindle for rotatably supporting dual
the brake shoe |61. Both the brake ring 83 and
wheels.- pivotall means -for supporting said yoke
brake shoe |5| are in frictional engagement, 55 member on said axle housing for pivotal move
prior to the engagement of the brake ring |62
ment in a horizontal plane, means for support
and brake shoe |61, but this initial engagement
ing said spindle on said yoke member for piv
is very slight and without any apparent braking
otal movement in a vertical plane, and means
effect on the inner wheel 61. After the brake ring
|62 and brake shoe |61 are frictionally engaged
both wheels 66 and 61 are concurrently braked,
operatively connecting said wheels with said
drive shaft.
2. A dual front wheel drive assembly includ
the inner wheel 61 by the frictional engagement
ing an axle housing, a drive shaft, a yoke mem
of the rotating ring 83 with the stationary brake
ber, a spindle for rotatably supporting dual
shoe | 5| and the outer wheel by the frictional
wheels, pivotal means for supporting said yoke
engagement of the brake ring |62 with the brake
65 member on said axle housing for pivotal move
shoe |61.
ment in a horizontal plane, second pivotal means
Because of the connection of the pressure cyl
supporting said spindle on said yoke member for
ìnders |53 with a common master cylinder a sub
pivotal movement in a vertical plane, with said
stantially equal pressure is applied over al1 parts
second pivotal means being in the plane of said
of the brake ring 82 and in turn over the brake 70 spindle and located substantially intermediate
shoe |61. Separate frictional braking is thus ef
said dual wheels, and means operatively con
fectively applied to each of the wheels 66 and 61
necting said wheels in a driven relation with said
over relatively large braking surfaces, with the
drive shaft.
braking action being substantially simultaneous.
3. A dual front wheel drive assembly including
On release of the brake pedal |56 the brakes on 75~ an axle portion, a drive shaft, a frame member.
- 2,410,557
means pivotally supporting said frame membe
on said axle fo'r movement about a vertical axis,
a spindle for rotatably supporting dual wheels,
means pivotally supporting said spindle on said
frame member for pivotal movement about a
horizontal axis, and means operatively connect
pivotal means for pivotal movement in a horii
zontal plane, a spindle having a dual 'wheel car'
rying portion and a supporting portion, means
pivotally connecting said supporting portion with
said yoke for pivotal movement of said spindle in
a vertical plane, a driven shaft rotatably
ing said drive shaft with said dual Wheels in
cluding a differential mechanism carried on said
mounted on said spindle supporting portion in
vertical alignment' with said pivotal means, a
gear on said driven shaft, a gear on said drive
4‘. A dual front wheel drive assembly includ 10 shaft in meshing engagement with said driven
shaft gear, and means operatively connecting the
ing an axle housing,4 a drive shaft, a yoke mem
dual wheels with said driven shaft gear. '
ber, pivotal means for supporting said yoke mem
8. A dual front wheel drive assembly including
ber on said axle housing for pivotal movement in
a horizontal plane, a spindle for rotatably sup
porting dual wheels, a second pivotal means for
supporting said spindle on said yoke member for
pivotal movement in a vertical plane, `with said '
first pivotal means being located substantially
intermediate saiddual wheels, and means con
an axle housing, a drive shaft, a yoke member
pivotally supported from said axle housing for
movement about a vertical axis, a spindle having
a supporting portion for dual wheels and a por
tion rotatably supported on said yoke member to
provide fora pivotal movement of the spindle
necting said drive shaft with said dual wheels 20 about a horizontal axis, means operatively con
necting said dual wheels with said drive shaft
including a differential mechanism carried on
including -a differential mechanism having a
drivensleeve member `rotatably carried on said
5. A dual front wheel drive assembly including
spindle wheel supporting portion, a plurality of
an axle housing, a drive shaft, a yoke member,
-a spindle for rotatably supporting dual wheels, 25 rotatable gears angularly spaced about said sleeve
member, a hub for one of said dual wheels hav
supporting means including pivotal means for
ing a gear portion rotatable on said sleeve mem
supporting said yoke member on said axle hous
ber, and a hub for the other of ,said dual wheels
ing for pivotal movement in a horizontal plane.
having a gear portion rotatable on said sleeve
second pivotal means supporting said spindle
on said yoke member for pivotal movement in a 30 member, with said plurality of rotatable gears
being located between said two gear portions and
vertical plane, with said two pivotal means being
in meshing engagement therewith.
located substantially between said dual wheels,
9. A dual front wheel drive assembly including
and means operatively connecting said dual
an axle housing, a drive shaft, a yoke member,
wheels with said drive shaft including a dineren
pivotal means supporting said yoke member from
tial mechanism carried on said` spindle.
said axle housing for pivotal movement in a horl
6. A dual front wheel drive assembly including
zontal plane, a spindle for rotatably supporting
an axle housing, a driving shaft, a frame mem
dual wheels having a gear housing at one'end
ber, means supporting said frame member on said
said spindle.
thereof, a second pivotal means pivotally con
axle housing for pivotal movement'about a ver
tical axis, a spindlefor dual wheels, means sup 40 necting said housing with said yoke member to
provide for pivotal movement of said spindle in
porting said spindle on said frame member for
a vertical plane, a drive shaft in said housing in
pivotal movement about a horizontal axis, and a
co-axial alignment with said first pivotal means,
gear unit pivotally movable with said spindle in
gear means mounted on said shaft, a sleeve
cluding a drivenshaft having the axis thereof
member rotatably supported on said spindle hav
in alignment with said vertical axis, means con
ing a gear portion thereon, with said drive shaft.
necting said driven shaft with said drive shaft.
and gear portion being operatively connectedand a differential mechanism operatively con
with said gear means, and means connecting said
necting said gear unit with said wheels.
f» '1. A dual front wheel drive assembly including
an axle housing, a supporting member on said
axle housing having a pair of vertically spaced
portions, pivotal means in each of said vertically
spaced portions, a yoke supported on said two
' 'dual wheels for driving by said sleeve member
including a differential mechanism carried on
said spindle.
Без категории
Размер файла
1 464 Кб
Пожаловаться на содержимое документа