US158139A - Improvement in running-gears for wagons - Google Patents

Description

ATENT FFICE.

JACOB SKEEN, OF ALLEGHENY, PENNSYLVANIA,

IMPROVEMENT IN RUNNING-GEARS FOR WAGONS.

Specification forming part of Letters Patent No. 158,139, dated December 22, 1874; application filed February 7, 1874.

To all whom it may concern:

Be it known that I, J ACOB SKEEN, of Allegheny, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Wagons; and I do hereby declare that the following is a full and exact description of the same, reference being had to the accompanying drawings and to the letters of reference marked thereon.

My invention in this wagon consists in makin g an extensible spring-wagon coupled above the springs, and adapted to have its fore wheels wheels pass, in turning the wagon, entirely under the body thereof; also, in combinin gin such a wagon a fifth-wheel capable of entire revolution and a couplin g pole above'the springs; also, in combination with the wagon-body, peculiar rim-caps, adapted to besecured upon the inside of said body; also, in combination with the wagon-body and the coupling-pole, atail-board adapted to rest upon the coupling-pole; also, the combination of the principal operative parts, all constructed and arranged substantially as hereinafter described.

In order to enable those skilled in the art to construct my wagon, I proceed to describe the same in connection with the drawings, in which- Figure 1 is a side elevation of my wagon; Fig. 2, an end elevation of the same; Fig. 3, a top-plan view of my fifth-wheel; Fig. 4, a vertical central section of the same; Fig. 5, a bottom-plan view of the same; Fig. 6, a plan of the under side of the wagon, the body being removed; Fig. 7, a perspective elevation of the tail-board; Figs. 8 and 9, views of the rim-caps, and Fig. 10 views of the tongue latch; Fig. 11, a view of one of the axle trussrods and clip; Fig. 12, a vertical central section of a modification of one of the hubs; Fig. 13, a similar section of another hub; Fig. 14., an elevation of the rear axle; Figs. 15, 16, 17 and 18, separate views of difi'erent forms of stakes; Figs. 19 and 20, views of two varieties of stake-keys; Figs. 21 and 22, views of wheel-rim caps or guards; Figs. 23 and 24, views showing the manner of securing stakes in the bolsters; Fig. 25, a bottom-plan view of the wagon; Fig. 26, a perspective of the rear end of the body; Fig. 27, two views of the tongue-latch spring; and Fig. 28, separate axle are other flattened and widened portions for the reception of the side springs. The axle B, whichis, uponits vertical section, of the general form of a cross, has on each side wings or flanges, arranged in arches bending downward and curving upward, the central one of which is flattened upon its upper surface to receive a spring. The axles may have either of several forms of spindles, all cast with the axle and finished up with dies or formers after being cast, so as in all instances to preserve the strength and fiber of the casting.

Upon these axles and spindles thus described are used wheels of any proper construction, the hubs only being shaped so as to correspond and fit to my spindles. Upon the central portions of the axles described a spring, E, preferably of block india -rubber, is held by suitable rivets or other suitable fastenings, passing up through the head of the axle A or the flanges of the axle 13. Upon the axle A are secured the elliptic springs F, which rest between the buttresses described, and are held in place by a plate.

In cases where the axles have no buttresses I use a plate with its sides raised above the level of its top, so as to embrace the upper portion of the spring andholdit more securely, as well as add to its strength.

Upon these elliptic springs, thus arranged and secured, I place the lower part, G, of my fifth-wheel, which is an improvement upon that described in Patents No.128,429, granted to me June 25, 1872, and No. 115,245,

granted May 23, 1871. The lower portion of this fifth-wheel has lateral arms g, of the shape shown in Fig. 3, upon the under side of the extremities of which are east side buttresses, intended to embrace the top of .the elliptic spring, which is secured between them. To the fronts of the arms 9 are pivoted draftrods, which may be also pivoted to the front ends of the springs and terminate in loops, or other draft-rods intended to be connected with shafts for a single horse. There are also two ears upon the front and one upon the rear sides of this portion Gr of the fifth-wheel, by means of which the hounds H are properly secured to the under side of said fifth-wheel. The upper portion of the fifth-wheel G has also buttresses, which embrace and give support to the front bolster I, and immediately outside of them cars, which project over the circular portion of the lower wheel, giving place for bolts or other fastenii'ig for the bot ster to the fifth-wheel without interfering with its freedom of rotation or displacement in changing gearings. There are also other ears projecting in the same way, and for a similar purpose, with those just described, to which the front end of the coupling-pole is securely fastened. The divided front of the hounds H is covered with an arch-plate curved upward centrally, and immediately below it, upon the under side of thehounds, is a second plate, so that the bolts or rivets passing down. through the ends of the first plate, and through the hounds, also pass through. the ends of the second plate, and secure them all together. Beneath this second plate, between it and a clip, which is secured to the hounds, and bendin g downwardly and in front, the draft'bar J is pivoted, having a little freedom of motion, restrained by reason of the passage of its ends through the loops before named. Upon these ends, in front and behind, are placed leafsprings, which serve to give the draft-bar a normal central position in the loops, and preserve its line of parallelism with the front axle. The tongue K slips in and out between the fronts of the hounds, and has a spring latch, by means of which it may be instantly and conveniently removed, or placed and held in position. Upon the under side of the hounds is secured an india-rubber spring, which coincides in position with that on the axle before described. Upon the axle B are fastened halfsprings L,'in the same manner and by the same contrivances as the springs are secured upon the axle A. Upon these springs L is secured the rectangular frame M, the side bars m of which are recessed and secured to the back bolster N, and upon its front and rear bars on are secured the coupling-hounds O, which are also fastened a proper distance asunder by covering- plates 0 and 0 upon their upper and lower sides, at the respective ends. Suitable brace-rods 0 extend from the upper part of the frame on each side to the sides of the front ends of the coupling-hounds, and another brace-rod, 0 extends from the under side of the frame, where it is secured at the front end of the springs, over the couplingpole, at which point it is widened into a plate,

0 has a hole to receive a vcou1 )ling-bolt, X, and dependent wings orfianges 0 to embrace the sides of the coupliiigiiole. An india-rubber spring, I is secured upon the under side of these hounds to coincide in position with a similar spring, P, upon the center of the top of the axle B. Between these hounds the coupling-pole Q has freedom of movement back and forth, being recessed into both the front and rear bolsters, and traversing over and resting upon the front and rear bars of the frame M, and held in place, if need be, by bolts passing down through the plates (2 and 0 or either of them, or by a bolt through the plate 0 upon the brace-rods 0 Upon the ends of the bolsters are used metallic stakes R, R R and R preferably of cast metal, which are improvements upon those shown in Letters Patent No. 128,667, granted to me July 2, 1872. The bolsters are properly plated upon the tops where the stakes sit, and on the sides where the keys S and S are used.

Upon this wagon, thus constructed, and between the stakes, is placed the body T, of such length as may be desired. I prefer to have with such wagon two or more bodies of different lengths for a variety of purposes--as, for instance, if the wagon be desired for use in moving furniture or other bulky and light articles, I have a body as long as can be used when the wagon is extended to its greatest length. on the other hand, if I wish to draw heavy loads, as coal, or iron, or stone, I use a stout and short body, and shorten up the wagon accordingly. This wagon-body has its bottom t made a little wider than the other parts, so as to receive proper notches t into which the stakes may fit. It has a pivoted tail-board to operate with spring-latches t and upon the outside of the tail-board a cast brace, U, which, when the tail-board is let down, will rest upon the coupling-pole, so as to keep the tail-board in line with the bottom of the body, and give it so much greater length. The wagon-body is cut away at the sides in the wake of the fore wheels when they turn under it, and to give room for such wheels when the wagon is heavily loaded, or

inclines to one side in turning, and their cutaway portions are covered and protected by the wheel-rim caps V upon the inside of the wagon, the same being cast shells of the form shown in Figs. 21 and 22, and so made as to fit closely to the sides and bottom of the body, with an inclination toward the rear, and having flanges v o for convenient fastening. An ordinary cross-brace, W, secured to the under side of the body, and properly braced upon its protruding ends, gives support to the body, and serves as a convenient point where the main coupling-bolt X passes down through the bottom of the body, and through the couplingpole.

I have thus described my wagon, but only in general terms, so far as relates to the fifthwheel and its attachments and connections; to the axles, their spindles, and connections; to the bolsters and their stakes and keys, for reason that I intend to file separate applications for Letters Patent on these parts.

The principal metallic parts of the wagon thus described are intended to be cast metals either of malleable iron, steel, or what is now known as converted steel.

The manner of use of my wagon and its advantages need no explanation, as they are apparent upon inspection.

I am aware of the rim-cap shown in patent to J. G. Lefler of September 8, 1857, and design my rim-cap as an improvement on the same, being made of a different form, and adapted to be applied to the inside of the wagon-body.

What 1 claim as new in my wagon is- 1. A spring-wagon capable of extension, and having its front and rear axles coupled above the springs, the parts combined to operate substantially as described and shown.

2. In combination, in a spring-wagon capable of extension, a fifth-wheel capable of entire rotation, and a coupling-pole above the springs, so that the fore wheels of the wagon can be turned entirely under the coupling-pole,

all combined substantially as described and shown. a

3. In combination with a body to a spring- Wagon, the rim caps or guards V, of cast metal, having sides nearly parallel, and a top curved downwardly to the rear, and having flanges v 40, adapted to secure the same to the inner sides and bottom of the body, substantially as describedand shown.

4. The wagon-body T, having a tail-board with a brace,U, and the couplin g-pole Q, all combined substantiallyas described and shown.

5. The bolster N, the frame M m in, the coupling-hounds with plates 0 0 the bracerods 0 0 and the coupling-pole Q, all constructed and combined substantially as described and shown.

6. In anextension spring-wagon, side and central springs upon each axle, the fifth-Wheel G G, the frame M, and the coupling-pole Q, all combined substantially as described and shown.

This specification signed and witnessed this 3d day of February, 187 4.

JACOB SKEEN.

Witnesses:

R. N. DYER, CHAS. THURMAN.

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