Improved Means for Preventing the Wheels of Vehicles from Cramping During Turning.
Year: 1893

page_text: Date of Application, 19th May, 1893-Accepted, 24th June, 1893
COMPLETE SPECIFICATION.
Improved Means for Preventing the Wheels of Vehicles from
Cramping During Turning.
I, LUTHER JEROME EWELL, residing at 2460 Folsom Street, in the City and
County of San Francisco, State of California, Manufacturer, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
The object of my invention is to provide a device which shall effectually obviate
the cramping of the wheel with the vehicle body, when making a sudden turn of
the wagon or buggy, in order to prevent not only the upsetting of the vehicle, but
also breakage of the wheel, which does follow in case the wheel is permitted to
cramp beneath the vehicle body.
Referring to the drawings forming a part of this application, wherein similar
letters of reference denote corresponding parts throughout the entire Specification
and several views―
Figure 1, is a top plan of a vehicle with the body removed, showing my attach-
ment secured thereto;
Figure 2, a similar view showing position of my attachment when the vehicle is
making a turn;
Figure 3, is a vertical longitudinal sectional view taken on line a-x, Figure 1;
and
Figure 4, enlarged detail views of the reach sleeve.
The letter A indicates the rear axle and B, the forward axle of an ordinary
vehicle, which axles have secured thereon, in the usual manner, wheels A' and B'.
Through the center of the rear axle A, passes the bolt C, which is held in place
by means of nut a. The inner end or head a', of this bolt is provided with
projecting ears b, b₁, see Fig. 3, and between these ears is secured rear end of the
supplemental reach or coupling pole D, by means of a key or king bolt e. However,
if so desired, this reach or coupling pole may be connected to the rear axle by
means of a suitable clevis. The forward end of said pole is connected to the
front axle B, through the medium of arms D1, D2, as hereinafter described.
Upon the forward end of the supplemental reach pole is loosely fitted the
sleeve E, which sleeve is provided with the laterally projecting ears d, d'. This
sleeve is pressed continually outward by the pressure of the springs E', which,
surrounds the said pole and is secured thereto, at the point e, the opposite end being
attached to said sleeve, as shown at e. The sleeve is kept from moving off the
reach pole by means of the nut f, which fits upon the screw-threaded end, of said
pole, as shown.
The rear or inner end of arm D' and D², I movably secure between ears d, d', of
sleeve E, by means of bolt or pins g, while the opposite end of each arm is
connected to the clip or clevis F, F' by means of bolts or pins g'.
It will thus be noticed that the arms D1, D2 stand at an angle of 45 degrees to
the reach pole. When the vehicle is moving in a direct line, the several parts of
my attachment stand in relation to each other as set forth in Figure 1.
As the forward axle is thrown around, in order to permit of a turn being made,
the arms gradually change their position until one of the same, say arm D', lies in
a parallel plane to the supplemental reach bar, while the other is thrown at a right
angle thereto, as shown at Figure 2. When the arms have assumed this position,
the wheels of the vehicle have turned the full distance and this radial throw should
be so regulated as to allow of the wheel just missing contact with the vehicle body.
As the arms change to the position shown in Figure 2, the sleeve E, is drawn
forward until same contacts with nut f, which prevents the further movement

page_text: thereof and thus checks the travel of the arms and in this manner locks the axle
consequently preventing the wheels from cramping.
The spring E, is expanded during the forward travel of the sleeve E, conse-
quently when the front axle moves back into position, at right angles to the
supplemental reach pole the resiliency of this spring assists to draw the sleeve
back to the position shown in Figure 1.
Of course the length of the supplemental reach pole will depend upon the
distance the axles are placed apart, inasmuch as the reach varies in different
vehicles, but the relative length of the arms D', D³, remain the same, which is
about ten inches greater than the length of the axle from its center to its
outer end.
By the use of my device a positive stop is given to the turn of the front axle
after a certain radius has been described, and the circular travel is so regulated
that it is impossible for the inuer wheel to force itself against the vehicle body,
and cramp therewith, thus absolutely preventing the upsetting of the vehicle.
My invention is designed for use in connection with that class of vehicles wherein
the wheel does not pass entirely under the body when making a turn as is the case
with buggies and all light running vehicles.
By raising or lowering the nut f, a greater or less throw will be imparted to
the front axle, thus allowing of a short or long turn to be made by the vehicle.
This invention may be properly termed a supplemental attachment for running
gears, inasmuch as it does not take the place of the ordinary coupling or
reach pole.
Having thus described my invention, what I claim as new and desire to secure
protection in by Letters Patent, is-
1. The combination with the axles, of the supplemental reach or coupling pole,
and of the arms movably secured to the front axle and supplemental pole, said
arms being located at an angle to said reach pole.
2. The combination with the front and rear axles, of the reach having one end
pivotally connected with the rear axle at the center of the same, and the divergent
arins having their front ends pivotally connected with the front axle and their rear
ends movably mounted on the reach."
3. The combination with the axles, of the reach having its rear end pivotally
connected to the rear axle at the center of the same, the sleeve movably mounted
on the front end of the reach, and the divergent armis having their front ends
pivotally connected to the front axle and their rear ends pivoted to the said
sleeve.
4. The combination with the axles, of the reach pivoted to the rear axle at the
center of the same, the sleeve mounted on the reach, a stop on the front end of
the reach to limit the forward movement of the sleeve, a spring secured to the
sleeve and the reach to retract the sleeve, and divergent arms having their front
ends pivoted to the front axle and their rear ends pivoted to the sleeve.
Dated this 1st day of May 1893.
LUTHER JEROME EWELL.
W. P. Thompson & Boult,
Agents for the Applicant.