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Sept 12, 1933- R. B. FAGEOL 1,926,274 MULTIWHEEL VEHICLE 0F the TANDEM AXLE TYPE Filed April 26, 1930 3 Sheets-Sheet L

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Sept 12, 1933- R. B. FAGEOL 1,926,274 MULTIWHEEL VEHICLE 0F the TANDEM AXLE TYPE Filed April 26, 1930 3 Sheets-Sheet L Sept 12, 1933- R. B. FAGEOL 1,926,274 MULTIWHEEL VEHICLE 0F THE TANDEM AXLE 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 axles 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 wheels 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 tires at times, due to shifting of an axle wheel 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 trucks) 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 torque tube >16 that houses the propeller shaft 17.
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