An Improved Motor Carriage.
Year: 1896

page_text: Date of Application, 11th Jan., 1896-Accepted, 15th Feb., 1896
An Improved Motor Carriage.
I, CARL KELLER, Merchant of Laggenbeck, Westphalia in the Empire of
Germany, 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 present invention relates to a rail ring carriage with motor-movement,
which essentially is intended for the use in agriculture where it can be used either
to move heavy loads or to drive agricultural machines.
The rail ring carriage shown in the annexed drawings in different views is
constructed as follows:-
The front frame-work of the carriage is united with the back frame-work 2 by
a horizontal principal axle 3 and two secondary axles 4 which latter are fixed to the
cross-piece 5 turning on the axle 3 and to the arms 6 of the front frame-work 1
and to the latter itself. The body of the carriage consists of the two parts 7 and 8
which rest respectively on the front and back frames of the carriage and can turn
on the axle 3 one independently from the other. At their touching ends the
the carriage body parts 7 and 8 are united together, and in the carriage shown in
the drawings the back carriage body 8 is provided midway. and on both sides
of the top with bent rail-pieces or noses 9 which engage in correspondingly formed
guides 10 on the front carriage body 7.
The radius of curvature of the noses 9 and their guides 10 corresponds to their
distance from the axle 3. This manner of joining of the front and back carriage
bodies is extremely stable and hinders in no way the independent movement of
both carriage bodies.
Upon the ends of the wheel axles 12, resting in the bearings 11 of the. front and
back frames, are two friction-wheels 13 which run upon rails 15 in the rail-rings 14.
The rail-rings 14 rest in frames 16 which are arranged to revolve round vertical
pivots 17 on the carriage frame-work and carry carriages 18 to be moved
horizontally or the ends of which are the guiding rollers 20 lying against the
middle guiding rails 19 of the rail-rings 14. The middle guiding bar 21 of the
sliding carriage 18 passes the ring-like end of the pivots 17 and is provided with
springs 22 which lie at one end against the end of the pivot 17 and at the other
end against the cross-piece 23 of the sliding carriage 18. These springs 22 limit
the end movement of the sliding carriages 18 and receive the shocks produced
upon the rail-rings 14 by passing obstacles or in other manner and transferred
to the rollers 20, whereby violent shaking and injury to the carriage frame-work
are avoided.
The operating of the carriage is effected from the motor 24 by the shaft 25, the
From
100thed-wheel 26 of which gears with the toothed-wheel 27 of the shaft 28.
the shaft 28 the movement is transferred by the chain-wheel 29 on the same aud
by means of the chain 30 to the chain-wheel 31 of the shaft 32 under the front
carriage part 1, and from this shaft 32 again by chain transmission to the chain-
wheels 33 of the axles 12.
The steering is effected in the present carriage by the front and the back frames 16,
in which run the rail-rings, being turned by a lever handle 34. This lever handle 34
arranged in the middle of the carriage engages in a socket 35 sliding on the axle 3
and which is united on one side with the angle-lever 36 upon the right hand side of
the back frame-work 2 and on the other side with the angle-lever 37 on the left
side of the front frame work 1.

page_text: The first communication is effected by a pin 39 engaging in the eye 38 of the
angle-lever 36, the latter by a rod 40 which embraces with its one fork-like end the
socket 35 whilst the other end, in the form of an eye 41, is in communication with
the free arm of the angle-lever 37. The angle-lever 36 is fixed on the connecting
bar 42 of the back frames 16 and the angle-léver 37 on the connecting bar 43 of
the front frames 16. By moving the sliding socket 35 forwards or backwards by
means of the lever handle 34, the front and the back frames 16 are turned by the
angle-levers 36 and 37 always in the same direction and the steering of the carriage
is thus effected. The particular communication of the sliding socket 35 with the
angle-levers 36 and 37 renders the steering of the carriage also possible by the two
parts of the carriage rotating inversely round the axis 3, as thus the eye 38 of the
angle-lever 36 always engages with the pin 30 and the angle-lever 37 with the eye 41
of the rod 40.
The capacity of steering of this carriage is considerably augmented, because the
turning of the carriage is caused simultaneously by the front and the back pair of
rail-rings, and because all the rail-rings are also driven during the steering. The
tyre of the friction-wheels 13 permits within certain limits an oblique position of
the rail-rings 14, especially as the friction-wheels 13 lie always only on one point.
upon the rails 15 of the rail-rings 14 and therefore engage with the latter also in
an oblique position.
In this carriage also each rail-ring can rise and fall independently of the others,
as the front carriage is joined with the back carriage in such a manner the both can
turn independently of the other round the axle 3.
Finally the present rail-ring carriage, in consequence of the steering of the front
and the back pair of rail-rings, can be driven in either direction without turaing
the carriage. This circumstance is of greater importance as rail-ring carriages
are used mostly for the transport of very heavy loads and a complete turning of
them requires considerable expenditure of force and time.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I. declare that what I
claim is :-
1. A rail-ring carriage having rail-rings 14 which are moved from a motor 24
by means of friction-wheels 13 reposing in the carriage frame-work and which can
be turned round a vertical axis for the purpose of steering the carriage.
2. A rail-ring carriage as in Claim 1 having a horizontal turning axle 3 uniting
the front frame-work 1 of the carriage with the back frame-work 2, and a carriage
body in two parts 7 and 8 which are united together by noses 9 sliding in guides 10
at their touching ends in order that the front and the back carriage bodies can turn
independently one from the other round their horizontal connecting axle.
3. A rail-ring carriage as in Claims 1 and 2 having guiding rollers 20 under the
pressure of springs 22 and lying against the inner wall of the rail-rings 14 for the
purpose of receiving the shocks upon the rail-rings.
4. A rail-ring carriage as in Claims 1 to 3 having means for steering, consisting
of a sliding socket 35 which is to be moved upon an axle 3 by means of a lever
handle 34 and which is joined by two angle-levers 36, 37 lying diagonally opposite
in the carriage frame-work, with the connecting bars 42, 43 of the frame 16, in
which the rail-rings 14 run, for the purpose of turning always in the same
direction the front and the back frames of the carriage by a movement of the
sliding socket.
Dated thin 11h
1000
HERBERT HADDAN & Co.,
18, Buckingham Street, Strand, London, W.C., Agents to the Applicant.