Sept 12, 1933- R. B. FAGEOL 1,926,274 MULTIWHEEL VEHICLE 0F THE TANDEM TYPE Filed_April 26, 1930 3 Sheets-Sheet l

Bnvcntor

Gt megs Sept. 12, 1933. R. B, FAGEOL 1,926,274 MULTIWHEEL VEHICLE OF THE TANDEM AXLE TYPE Filed April 28, 1930 3 Sheets-Sheet 2

MM Sept. 12, 1933. R. B. FAGEOL 1,926,274 MULTIWHEEL VEHICLE OF THE TANDEM AXLE TYPE Filed_Apríl 26, 1930 3 Sheets-Sheet 5

Ihwentor Patented Sept. l2, 1933 1,926,274

­UNITED STATES PATENT OFFICE

1,926,274 MULTIWHEEL VEHICLE 0F THE TANDEM AXLE TYPE Rollie B. Fageol, Los Angeles, Calif., assignor, by mesne assignments, to Automotive Engineer ing Corporation, a corporation ol.' Delaware Application April 26, 1930. Serial No. 447,542 11 Claims. (Cl. 180-22) This invention relates to suspension arrange multiwheel spring suspension embodying rela ments for multiwheel vehicles. The invention tively light springs in combination with an addi is particularly concerned with tandem axle com tional set of springs which assists said light binations wherein one of the is dead and springs only to support relatively heavy loads or 5 the other is a drive axle. to resist relatively great road shocks. When multiwheel vehicles, of the type having Another object lies in the provision of means a single drive axle, are driven in substantially un directly associated with a drive axle for increas loaded condition over uneven wet roads, or over ing the traction of the driven under cer soft or slippery ground, it often becomes diflicult tain conditions of operation of the vehicle. In this 10 or impossible to secure sufficient traction for the connection, it is a more specific object to asso- 65 driven wheels to move the vehicle. It is a major ciate a traction spring with the frame and the object of the present invention to remedy this driven axle in such manner that said spring re situation by providing means associated with sists upward movement of said axle, and may the chassis frame for automatically regulating bear down upon said driven axle with a force >in 15 the traction by maintaining the driven wheels in creasing in proportion to increase in distance be- 70 effective engagement with the ground under sub tween the frame and the axle. stantially all operating conditions. A further object of the present invention is to Suspension systems for tandem axles must be provide mechanism for neutralizing drag by pre of a requisite ñexibility. Quite often, in securing venting the axles from shifting in the direction of N) O the necessary flexibility and simplicity of design, their longitudinal axes. 75 the suspensions permit a certain amount of drag Still another object is that of providing a multi on the at times, due to shifting of an axle suspension with a traction regulating de laterally relative to the frame to place the tan vice that may function also as a torque neutral dem wheels slightly out of alignment. This drag izer. 25 may be substantially eliminated by utilizing very It is also an object of this invention to devise a 80 heavy springs with somewhat rigid axle connec multiwheel vehicle having desirable operating tions, but the gain is more than offset by the re characteristics under light load as well as when sulting undesirable riding qualities of the Velli fully loaded. More specifically it is an _object to cle when unloaded, and the resulting loss of ilexi provide, in a tandem axle combination, a main 30 bility. I prefer to utilize relatively light springs and an auxiliary suspension, and means for neu- 85 to support the vehicle in its unloaded condition tralizing drag and automatically regulating trac in order that it may be driven for great dis tion. tances at high speeds (when unloaded or lightly A further object resides in the utilization, in a loaded) with comfort and without subjecting it trailing axle attachment unit for a standard to destructive shocks and stresses. In order to four-wheel chassis of a spring suspension con- 90 carry out this preferential design, I add a second sisting of the standard springs of the four-wheel set of springs which come into action under pre vehicle unchanged in form but so connected to determined load conditions, and I provide means the drive axle as to distribute more of the load for neutralizing the drag that might otherwise thereon than on the trailing axle. 40 result from the use of the light primary springs. Other objects of my invention will appear from 95 A single device may be eifectively utilized to the following detailed description when studied function dually as a drag neutralizer and a trac in connection with the accompanying drawings, in tion regulator. which: '_ From the f regoing >discussion it will be seen Figure 1 is a plan view of the rear end of a that great importance has been attached to the multiwheeler, showing a preferred form of my 100 operation and riding characteristics of a multi invention incorporated therein. wheel road vehicle at such time that the latter Figure 2 is a vertical longitudinal sectional view is unloaded or only lightly loaded; and rightly of the construction disclosed in Figure 1, the sec so, since it is not infrequent in actual practice tion being taken immediately inward of the ad 5 that modern vehicles (especially light ) jacent wheels and with the adjacent side mem- 105 are driven empty or but lightly loaded during ber of the frame removed. more than fifty per cent of their full operating Figure 3 is a detailed lsectional view taken sub time. Accordingly, some of the major objects of stantially on the plane indicated by line 3_3 in my invention are as follows: Figure 1. 55 It is an object of this invention to provide a Figure 4 is a partial section taken on line 4_4, 110 2 1,926,274 Figure 1, to show the manner in which the trac This arm cooperates with spring 25 to resist torque tion spring is saddled upon the rear axle. reactions and to prevent the idle axle from shifting Figure 5 is a view corresponding to Figure 2, laterally of the vehicle i’rameto set up drag on­ showing the position of the suspension with the the tires. 4 vehicle unloaded. The traction spring has been In operation of the apparatus thus far described removed for the sake of clarity, and this view the springs 25 are convexly bowed and the springs constitutes a modiilcation to the extent that the 26 are spaced from the axles when the vehicle is auxiliary spring (between thetrunnion mounting unloaded or only lightly loaded (see Figure 5, later and the trailing axle) is disposed in a different to be described). As the load is increased or the 10 manner. wheels subjected to violent road shocks the frame Figure 6 discloses, in a view similar to that of and axles approach each other to straighten Figure 2, a modified form of the invention in springs 25 and bring the ends of springs 26 into which a traction regulating spring is connected load-supporting contact with the tops of the ball directly between the frame and the driven axle. hangers on the axle> ends (as illustrated in Fig 15 Figure 7, showing a 'further modification, is a ure 2). Hence, when the vehicle is carrying rela plan view of a portion of a multiwheeler ­wherein tively light loads the springs 25 do all of the sup standard springs are employed to interconnect porting and impart desirable riding qualities to the tandem axles to effect an unequal load dis the vehicle, and when the load is increased to a tribution upon said axles. predetermined value the springs 26 come into play 20. Figure 8 is a vertical longitudinal sectional view 'to assist the springs 25 in supporting the­ heavier 95 of the apparatus of Figure 7, the section being loads. » ~ taken just inside the adjacent wheels and with _ A pair of spacing sleeves 33 (see especially Fig the adjacent side member of the frame removed. ure 3) is mounted on the trunnion shaft, the outer With further reference to the drawings, in ends of the sleeves abutting their respective brack 25 which like numerals are employed to designate ets and their inner ends being flanged as at 34 100 like parts, and with particular reference to Fig at points spaced from the center of the shaft. ures 1-4; . » ì The space between the flanges 34 is occupied by The vehicle in Figures 1_4 may be constructed a pair of bronze bushings 35 and the sleeve por de novo as a multiwheeler but, as illustrated, it is tion 36 of a saddle 37 that is rotatably borne by 30 built up from a `standard Ford chassis. It com said bushings. The saddle 37 provides a pivotal 105 prises a frame 9 formed by adding an extension fulcrum for the intermediate portion of a light l1 'to the standard Ford frame 12, a drive axle 13 and relatively long‘ traction spring 38, the latter (which may be the standard drive axle) beneath being clamped to the saddle by a pair of U-clips the end of the standard frame 12, a trailing dead 39. 'I‘his spring extends rearwardly to have one 35 axle libeneath the extension 11, and a special end freely supported on the rear cross-frame 110 suspension system for supporting the frame upon member 4l, and forwardly to have its other end said axles. The drive axle 13 includes a differ react against the upper surface of the differential ential housing 15 to which is rigidly secured a housing 15 (or the worm housing, as the case may >16 that houses the propeller shaft 17. be). A stirrup casting 42 (see also Figure 4) is 40 Radius rods-18 are connected to the axle 13 and rigidly secured upon the diiferential housing to 115 converge forwardly to be connected, together with receive and guide the forward end of the spring the forward end of the torque tube, to the frame during oscillation of the drive axle and ñexure of b'y a-conventional ball joint (not shown). In this the spring. The stirrup prevents the spring and manner the drive axle is universally connected to axle from moving transversely relative to each 45 the frame for deñned swinging and tilting move other and since the saddled portion of the spring 120 ments _and has its torque reactions neutralized. is prevented from moving transversely along the Driven Wheels 19 and idle wheels 21 support the axis of the trurmion shaft, the spring serves as a ends of the drive and trailing axles respectively. drag neutralizer for the driven axle by resisting The special suspension system is 'constructed and lateral movement thereof with » respect to the 50 arranged as follows: _ ' frame. The stirrup is slightly deeper than the 125 Each end’of each axle carries a ball hanger 22 spring thickness in order to permit unhampered of the general type disclosed in my Patent #1,» tilting and swinging of the axles. v 660,188 of February 21, 1928, which hangers per In its natural or free position (unassembled) ' mit the axles to tilt and rotate relative thereto the traction spring is substantially straight or 55 during operation. When brakes are applied to the slightly curved. In the full load position illus 130 trailing axle, the braking torque may be resisted trated in Figure 2 the spring preferably is slightly in any conventional manner, as by pinning one flexed with a tendency to straighten out, thus ex of the ball hangers to the axle to prevent rela erting a downward force on the driven axle. As tive rotation therebetween. Each ball hanger has the load decreases the suspension springs 25 go 60 a depending lug 23 which vpivotally receives, as into increasing degrees of convexity, thus caus at 24, one end of a relatively light 25. ing the frame and axles to separate from each 'I‘here aretwo such springs, one at each side of other. This rising movement of the frame is the frame, for interconnecting the corresponding never sufficient, however, to permit the traction ends of the axles. Directly above each spring 2_5 spring to assume its free position and hence the _ 65 there is disposed an overload spring 26 which has forward end of the traction spring is forced down its ends projecting over the axle ends in discon wardly against the drive axle to increase the trac nected relation thereto. The intermediate por tion of the wheels thereof. It will be seen, there _ tions of springs 25 and 26 are clamped together fore, that when the vehicle is unloaded its driv by a U-bolt and saddle assembly 27 and pivoted 70 ing wheels nevertheless obtain suil‘ìcient traction „ _. upon a transverse trunnion shaft 28 that is sup by carrying more of the chassis weight than do “W ported from the frame by brackets 29. A short the idle wheels. _ spring arm 31 has one end pivotally connected, Figure 5 serves two functions. - As hitherto as at 32, to the rearmost ball hanger an'd has its stated, it shows the position that the spring sus opposite flat end clamped against the lower sur 75 pension of Figure 2 assumes when the vehicle is . _., face of spring 26 by the clamping assembly 27. unloaded. It' further discloses a modified manner "’b 1,020,974 f ' . 3 oftheauxiliaryleafßp?nßsl thereormdtomovideamportforthesnrlnc tnmnionmounting. Theforwandendoftheñat .theft'illofllringavvii-1119118115Gilded:` sp?ng31ishereclampedintopositinnonthe Anarm63,havingaballend64universally uppersurfaceofthespringßinsteadofagainst carriedinaspherical'socketßâonaspeclalfor wardlydispocedcrossfraxnemember 66,isrigid­ lysecuredbetweentheconverging endsofa pair ofchannelbeams 67. The dlverging ends ofthe beams67 carry, adjacent theendsof the> tion regulating and drag neutralizing spring, as driveaxle,apairofchanneledarms68`which inFigure2,maybeaddedinFlgure5ifdesired. areontheirlowersurfaceaasatôii. lInF‘lgure6thereisshownamodiiledformof to receive the rectangular portions of the axle springsuspension andamodißedtypeoftraction housing that surroimd the live shaft 71. A short regulating means. 'I'he suspension, which per se solidrod'lzisprojectedintotherearendof each forms no part of the present invention', comprises channeled arm 68, and a U-bolt assembly 74 15 at each side of the frame a single spring beam clamps this rod, the rectangular axle ends and 43 having its forward end pivoted as at 44 on a the arms 68 in locked position with respect to hanger lug 23, its rear end pivoted as at 45 and one another. The re'ar end of rod 72 carries slidably received within a specially shaped hanger an integral cylindrical extension 73 having lug and bracket 46, and its intermediate portion mounted thereon a bearing and spacing sleeve pivoted upon a transverse trunnion 47 carried by 75. The latter is journaled in a substantially 95 a bracket 48. This suspension is so designed that ` cylindrical> hanger 76 which has a bifurcated the trunnion is closer to the drive axle than to depending portion 77 that carries a pivot vbolt the trailing axle, whereby the former supports 78. A washer 79, larger in diameter than the the greater portion of the load that is divided sleeve 75, is drawn against said sleeve and the between the two. A torque tube 16 is united extension 73 by a stud bolt 81.» The hanger 76 100 with a worm housing 49 carried by the differen thus is free to oscillate upon the surface of the tial housing 15. bearing sleeve '15. A flat-topped bar 5l is rigidly secured upon the The bolt 78 pivotally receives the upper end upper surface of theV worm housing 49, and upon of a curved shackle 82. the lower end of which 30 the hat top of this bar there is iirmly attached, pivotally supports, as at 83, one end of a standard 105 as by stud bolts 52, the heavy end of a cantilever spring beam 84. This beam 84 is centrally trun leaf spring 53. The leaves of this spring are nioned upon the frame and connected to the of various lengths and project rearwardly with trailing axle in substantially the same manner the rear end of the longest one connected, as at as was spring 25 in Figure 5. The elements 54, to one end of a shackle 55. 'I'he opposite 'I3-83 inc., constitute, in effect, a universal con il@ shackle end is pivotally pinned at 56 to an eye nection between the spring beam and the drive bolt 57 that swivels on a horizontal axis through axle to permit freedom of swinging and tilting a cross frame member -58. This shackled and of the latter. These elements, moreover, so co swiveled connection to the frame permits the operate with the other mechanism that the driven axle to swing and tilt without binding and, standard spring 84 may be taken from the four 115 when properly designed, may cooperate with the wheel and pivoted at its center and yet spring to serve as a drag neutraliser. be adapted to provide a greater distance between The spring 53 preferably has in its normal, un the forward axle and the trimnlon than between deflected position, an appreciable concave curva the trailing axle and the trunnion. The differ»y ' ture so that when the frame is supported on the ence in these distances is indicated at “ d ”„ Fig 120 shackled end thereof to straighten the spring ure 8. In spite of this difference “ a’ ”, a greater somewhat (to reduce the camber) there is a re portion of the load is carried upon the drive axle sulting downward component upon the driven than on the trailing axle, this resulting from axle to resist rising movement of the latter. 'I'his the fact that the load supported upon the sleeve is sc_because of the rigid interconnection of the 75 reacts at a distance “D ” to the rear of the 125l spring and axle and the forward conventional driven axle upon the end of a rigid lever (ele connection (not shown) of the torque tube 16 ments 63, 67, 68, 72, 73) that is pivotally tul with the frame. Thus the spring 53 always tends crumed on the frame at 64, 65 and reacting be to secure proper traction for the driven wheels by tween its ends upon the axle housing. It will resisting upward oscillation of the driven axle be observed that the magnitude of “ D ” deter 130 to cause said driven wheels to hug the road sur mines the proportional distribution of the load face. In the illustrated position the vehicle is upon the tandem axles. under full load, or substantially so. ~ A traction regulating mechanism substantially 60 in Figures 7 and 8 there is disclosed a fur identical to that of Figures 1-4 is employed in ther modjfication of the present invention, show Figures 7 and 8, the onLv difference being that 135 ing the method and apparatus for converting a the stirrup casting 42 has been redesigned to four-wheel vehicle of the Hotchkiss drive (such form a casting 85 adapted to be secured upon ' as the Willys truck) into a multiwheeler having the diiferential housing 61 of the Hotchkiss drive axle 59. 65 a trailing tandem axle. 'I'he frame 9 is a built up structure similar to that of Figures 1 and 2. The invention may be embodied in other 140 A standard Hotchkiss drive axle 59 and an added speciñc forms without departing from the spirit trailing axle 14 are arranged inv tandem beneath or essential characteristics thereof. The present the rear extended portion of the frame. The embodiments are therefore to be considered in all ` respects as illustrative and not restrictive, the drive axleincludes a differential 61 into which scope of the invention being indicated by the 145 projects a flexible Hotchkiss driving assembly in appended claims rather than by the foregoing dicated generally by the numeral 62 (not shown description, and all changes which come within in Figure 8, for convenience and clarity of illus the meaning and range of equivalency of the tration). In order to hold the drive axle in claims are therefore intended to be embraced proper position, to take the torque reactions therein.V 150 What I elaim‘and desire to'secure by United '1. Inaroadvehiclaaframe: apair ottandem Ietters'Patent is:- p i axles arranged beneath one end of said frame: a LIna ultiwheelroad vehiclaaframe; a suspension at each side o! said iramefor luv pair oitandemaxleaatleastdneotwhichisa porting the latter upon said axles, said suspen drive axle, arranged beneath said frame; a sus-_ sions including spring beams pivotally mounted pension system resiliently supporting said frame on a transverse axis; a leaf spring longitudinally upon said axles; and an automatic traction regu disposed centrally of the vehicle frame and rock lating mechanism connected at >two points with ably mounted intermediate its ends on a trans the frame and including a spring mounted at one verse axis substantially aligned with the first end on said frame and directly connected. at its mentioned axis; one end of said spring being con other end. to said drive axle; said traction regu 'nected to the middle of one of said axles and the ­lating spring being designed and arranged to> other end being supported by said frame. resist upward movement of said drive axle. 8. In the combination defined in claim 7, the 2. In the road vehicle defined in claim l, means rockably mounted portion of said leaf spring be ~15 carried by said frame intermediate the ends of ing heldv against transverse movement relative to said traction regulating spring to provide a ful the vehicle trame. . crum for the latter, whereby said traction spring 9. In a vehicle construction. a frame; a set of acts as a resilient lever when the frame and axles tandem axles comprising a drive axle and an idle move _vertically relative to one another. axle; ldisposed at one end o! said i’rame; a sus 20 3. In the combination set forth in claim 1. pension system, including relatively lisht springs means for preventing lateral movement of said ' ilexibly connected to the axles for resiliently sup traction regulating spring relative to the trame, porting said frame upon said axles; a set of over whereby said last mentioned means serves as a load springs connected to said frame and associ drag neutraliser for said drive axle. . ated with said axles, said overload springs being .25 4. In a multiwheel road vehicle, a frame; a designed to support an appreciable portion of the pair of tandem axles disposed beneath one end load upon said axles only when said relatively of said frame; a suspension system supporting light suspension springs become deflected a sub said frame upon said tandem axles in a manner stantial predetermined amount; a torque tube permitting the axles to swing during operation assembly for driving said drive axle and stabiliz and to approach the frame upon increase in ing the latter relative to said light springs; and 105 ried load; and traction regulating mechanism drag neutralizing means connected between a connected between said frame and one of said portion of the frame and said idle axle to sta axles; said mechanism including a leaf spring bilize the latter and to resist that movement of 4directly connected to said one axle and designed said idle axle laterally with respect to the longi to vary the load distribution ratio upon said tan tudinal axis of the frame, which would otherwise 110 dem axles automatically in response to relative be permitted by said light suspension springs. vertical movement between said frame and said l0. In a vehicle construction, a frame; a set of axles. Y tandem axles disposed at one end of said trame; a 5. In the combination specified in claim 4, said suspension system, including relatively light `leaf spring being arranged longitudinally of the springs for resiliently supporting said frame upon 115 vehicle; and said mechanism including a trans said axles; a set of overload springs connected to verse member providing a pivotal fulcrum i'or an said frame and associated with said axles, said intermediate portion oi said spring, whereby the overload springs being designed to support an spring acts as a deformable lever when said frame appreciable portion of the load upon said axles -and said one of said axles move toward and from only when said relatively light suspension springs 12° each other. become deflected a substantially predetermined 6. In a multi-wheel road vehicle, a chassis amount; and drag neutralizing means connected frame; a pair of tandem axles disposed beneath between a portion of the frame and the center one end of said frame; a suspension at each side of one of said axles to prevent endwise movement of said frame; each suspension comprising a rela of said one axle laterally with respect to the 125 tively light spring flexibly interconnecting said longitudinal axis of the frame. axles and pivotally mounted on said frame, and 11. In a multi-wheel road vehicle, a frame; a an overload spring swingingly mounted with its set of tandem axles, at least one of which is a ends projecting over the axles, said springs being drive axle, arranged beneath said frame; a sus 65 so designed that relatively light loads are sup pension system resiliently supporting said frame 130 ported substantially wholly by said light spring upon said axles; and a combined traction regu and that the ends of said overload spring react lating and drag neutralizing spring arranged Aagainst said axles to support a portion of the centrally of the vehicle and extending from said load upon material deflection of said light spring; frame to one of said axles; said spring being de .means flexibly suspending one end of said light signed to ensure suillcient traction for said drive 135 spring from one of said axles; and a resilient axle as the total load is varied, and to resist stabilizing arm connected to said means and lateral movement of said one of said axles. securely connected with the mid-portion of one of said springs. ' ROLLIE B. FAGEOL. 05

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