Improvements in Running Gear for Automobile Vehicles.
Year: 1899

page_text: Date of Application, 10th Oct., 1899-Accepted, 17th Mar., 1900
COMPLETE SPECIFICATION.
Improvements in Running Gear for Automobile Vehicles.
I, GEORGE CROYDON MARKS; of 18, Southampton Buildings, Chancery Lane,
Consulting Engineer and Chartered Patent Agent (a communication from John
Potter Murphy, of Aldine Hotel, Philadelphia, Pennsylvania, United States of
America, General Superintendent), 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:
My invention relates to the running gear of automobile vehicles and has for
its object to provide a strong and simple framework for the running gear: to
provide a simple strong and effective arrangement and combination of the front
bolster of the running gear with an axle bar carrying stud axles at its ends; to
provide a strong and cheap wheel and a stud axle which with such a wheel pro-
vides for the turning of the wheel and axle on a centre lying within the tread of
the wheel.
The nature of my improvements will be best understood as described in con-
nection with the drawings in which they are illustrated and in which
Figure 1 is a plan view of the frame of my improved running gear, showing the
motor supported thereon and the operative connections between the motor and
the rear or driving axle of the vehicle.
Figure 2 is a side elevation of the parts shown in Fig. 1 with the end of the
axle bar, however, shown in section taken as on the line 2-2 of Fig. 1.
Figure 3 is a cross-sectional view taken on the line 3-3 of Fig. 2.
Figure 4 is an elevation showing the construction of the rear cradle bar.
Figure 5 is a plan view of the front holster and parts connected therewith.
Figure 6 is a front view of the said front bolster, the axle bar and other parts
immediately connected thereto.
Figure 7 is a cross-sectional view on the section line 7-7 of Fig. 5.
Figure 8 is a detached view of the block by which the axle bar, in my preferred
construction, is connected with the front bolster.
Figure 9 is a vertical cross-section through the wheel and stud axle, showing
also the end of the axle proper of the vehicle.
Figure 10 is a face view of one half of the wheel shown as though the cap and
thrust box on this end of the stud axle, as shown in Fig. were removed.
Figure 11 is a cross-section on line 11-11 of Fig. 10.
Figure 12 is an edge view of a steel plate adapted to be made into my wheel.
Figure 13 is a central section through the plate after the first stamping operation
Figure 14 is a similar section after the second stamping operation, and
Figure 15 is a similar section of the completed wheel.
A indicates the front bolster of the vehicle, having, upon its upper face, plat-
forms a a upon which the springs are secured to support the vehicle body at each
end of the bolster. It is formed with downwardly extending arms or forks, indi-
cated at A' A¹, and also at the centre of the bolster it is carried downward in
forks or arms, indicated at A² A². At A3 A3 perforations are formed through the
upper end of the bolster proper at A A+, similar perforations are formed in
the lower ends of the arms A and at at at other perforations are provided; the

page_text: purpose of these perforations will be hereafter explained. A (see Figs. 5, 6
and 7) is a plate secured to the top of the bolster at its centre and having formed
in it a tubular bearing block A. 1) D. (see Figs. 1 and 2) are the rear axle boxes
of the wagon formed with upwardly extending blocks D having, at their -upper
ends, perforations indicated at d and, near the box proper, transversely perforated
shoulders, as indicated at 12 B B are compression members of the truss connecting
the front bolster and rear axle boxes. They are preferably made of pipe, formed
as indicated clearly in Figs. 1 and 2, secured at their front ends in the perfora-
tions A³ of the bolsters and at their rear ends in the perforations & of the rear
axle blocks. CC indicate the tension members of the truss formed as clearly
shown in Figs. 1 and 2. secured at their rear ends to the shoulders D2 of the axle
boxes and preferably formed with forks C1 C2 at their front ends, the upper forks
being secured in the perforations at and the lower forks in the perforations A+
of the bolster. I have indicated a cross connection as fastening the two tension
bars together just in front of their forks. E indicates the rear axle of the vehicle
upon which the axle boxes D D are supported. F F and f f indicate boxes or
clamps secured respectively to the members B and C of the truss and to which are
secured strut rods G G. and gg. H is a cradle bar upon which is supported the
front end of the motor casing and which is formed or provided with perforated
cars or projections H' and through which the strut rods G G pass, the said ears
or projections being supported on springs II and preferably also acted on by
springs II, as indicated in Fig. 3. h is a second cradle bar upon which the rear.
end of the motor casing is supported, this bar being also provided with ears or
projections through which the strut bars g. 9, pass, springs I and I' being
provided to support and act upon the bars as in case of the bar H.
Qis a motor casing, the motor being, preferably, a gas or oil engine, and Q
indicating a device connected with the exhaust of such engine which, as it forms
no part of my present invention, need not be further described. Q2 indicates a
crank and fly wheel secured to the driving shaft of the engine and carrying a
crank pin which I propose to make transversely movable so as to vary its
eccentricity as by attaching it to a slide moving in the transverse groove of
the fly wheel. The mechanism for doing this, however, is not illustrated as it
forms no part of my present invention. Attached to the crank pin Q are con-
mecting rods R and R which are attached through the rod R to an upwardly ex-
tending lever arm S of a clutch S₁ and the rod R to a downwardly extending
lever arms of a clutch indicated at s¹. These clutches for the purposes of my
present application may be of any well known construction which, when moved
in one direction, will engage and rotate the axle E, while being free to move in
the other direction without engaging the said axle, the connection with the
crank pin being such that one clutch is moving forward while the other is moving
backward.
It will be obvious, from the description hereinbefore given, that the spring
support of the motor upon the running gear, while permitting a change in the
position of the motor with regard to the driving axle will not in any way affect
its capacity to drive the axle, the clutch connection being of such a character
that it will not be affected by any possible movement of the driving axle of the
motor with respect to the driving axle E of the vehicle. The spring support of
the motor enables it to be carried with much less tendency of injury to the running
gear than would be the case if fastened rigidly together: the construction of the
running gear in the form shown in the drawings being of great simplicity and
convenience.
Passing now to the mechanism shown in connection with the front bolster :-
Land L indicate pipe sections united at their ends in blocks or heads M M
and forming the front axle bar of the vehicle. The pipe construction shown is
that which I prefer to use. but it will be understood that the front axle may be
made of angular bars or, indeed, of any convenient construction. The axle bar
passes between forks A' A' and the forks A2 A2 of the front bolster and is secured

page_text: to the central forks A² by a horizontal pivot, indicated at K, the union being
effected, in the construction shown, (see Figs. and S) through a cast block J
through which the pipes L L' pass and to which they are secured at their centre
while the horizontal pin K passes through the end of this block.
The blocks or headers M M are formed with forked ends M M through which
pass pins m m upon which in turn is pivotally secured the stud axle box N which
is formed with journals N¹ at top and bottom for the entry of the pins m.
Na
indicates the stud axle proper which extends, as shown, from the rear closed end
of the stud axle box or casing, the surrounding cylindrical wall of which is
shown at N, Fig. 9. the outer case being flared and threaded, as shown at No.
NN indicate lever arms attached to the sides of the stud axle boxes and con-
nected by means of links P and P¹ with lever arms 02 and 03 extending at an
angle, as shown, from the journal to or upon which they are secured, preferably,
as shown in Fig. 7. Also secured to this journal, which moves in the cylindrical
journal box A is a lever arm 01 connected by rod O' with any convenient lever
or device for actuating it and simultaneously controlling the stud axle boxes and
the wheels secured thereto.
At . Fig. 9. I have shown a threaded projection. from the end of the stud
axle upon which is secured a thrust box V, held in place by nuts as shown. T
is a bearing cylinder of hardened steel fitted on the stud axle. T' is a similar
bearing cylinder and T2 friction rollers situated between said cylinders. The
cylinder T is fitted within the cylindrical hub section T3 which is formed with
a flaring and inwardly curved flange T and an outwardly projecting internally
threaded cylinder T into which the hub cap screws, as shown in Fig. 9. T is
a second cylindrical hub section fitting nicely on the hub 13 and having on its
outer end a flared inwardly curved flange T between which and the flange T+
the hub section of the wheel itself is secured by bolts, as T. 1 is a packing ring
placed in a chambered portion of the outer end of box N2 and held in place by a
clamping ring T screwing into the threaded portion of the box. U indicates
the wheel which I'form from a circular sheet of steel, such as is shown in Fig. 12,
shaping it by a single stamping in dies to the form shown in Fig 13,- indi-
cating the tread of the wheel with, preferably, a flange at its inner edge and
with its outer edge curved first outwardly and then inwardly, as shown at U2,
to connect with an outwardly angled web portion U centrally perforated at u³.
By a second stamping operation in dies I give to the blank the form shown in
Fig. 14 forming in the web portion a series of radial corrugations U between
which are relatively flat triangular portions and by the same dies I force the
centre of the web inwardly to form the hub section of the wheel, as shown at 17º.
Preferably I cut away the triangular portions of the web leaving openings as
shown at are tire bands secured around the tread of the wheel and held
in place between the flange
portion U2 of the wheel.
of the wheel.
and a removable flange N secured to the curved
are wires for holding the tire bands to the face
The form of my wheel is one of great strength and is especially designed to
bring the tread into a plane passing through the pivot pins m m of the stud axle
box so that the wheel will turn easily.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed I declare that what I
claim is:-
1. In an automobile vehicle a motor comprising a crank, two rods connected
thereto, a driving axle, two clutches arranged to drive said axle and having arms
extending in opposite directions and connected one to each of said rods, in com-
bination with the running gear, and spring connections between said motor sup-
porting frame and said running gear.
2. A running gear framing for automobile vehicles having in combination a
front holster and two rear axle boxes, as 1 D), truss compression members as B

page_text: connecting the top of the bolster with the upper ends of the boxes D, truss tension
members C connected to the boxes D below the members B and formed with
forked front ends C₁ C² one fork connecting with the top of the bolster and the
other with its lower side or extension and strut rods G g extending between the
compression and tension members of the truss.
3. A running gear framing for automobile vehicles having in combination a
front bolster and two rear axles boxes, as 1) D truss compression members as B
connecting the top of the bolster with the upper ends of the boxes D, truss tension
members C connected to the boxes D below the members B and formed with
forked front ends C¹ C², one fork connecting with, the top of the bolster and the
other with its lower side or extension, strut rods G extending between the
compression and tension members of the truss, cradle bars H and h for a motor
guided on struts G g and springs as I I' for elastically supporting said bars on
the truss.
4. The bolster A having the downwardly extending central forks A2 and
terminal forks A' A' in combination with an axle bar passing between the
forks AA and connected by a horizontal pivot to the central forks A², stud
axles N³ secured on vertical pivots to the ends of the axle bar and running gear
framing secured both to the bolster proper and to the ends of its terminal
forks A¹ A¹
5. The bolster A having the downwardly extending central forks A² and
terminal forks A A¹ in combination with an axle bar passing between the
forks AA and connected by a horizontal pivot to the central forks A2, stud
axles N secured on vertical pivots to the ends of the axle bar, a vertical shaft
secured in bearings at one side of the bolster, levers 02 03 connected to the stud
axle and secured to shaft and an actuating lever also secured to said vertical
shaft.
6. The bolster A having the downwardly extending central forks .A2_and
terminal forks A¹ A¹ in combination with an axle bar formed of pipe sections L L¹
with terminal castings M M said bar passing between the forks A¹ A¹ of the bolster
and being connected to the central forks through a block J by a horizontal pivot,
and stud axles secured by vertical pivots to the terminal castings M M.
7. In an automobile vehicle the combination of the running gear comprising
an upper and a lower member, a motor and its supporting frame, springs inter-
posed between the upper and lower members of the running gear and connections
between said springs and the motor supporting frame.
8. In an automobile vehicle the combination of the running gear, the main
supporting and driving axles, a motor, and means connecting it with driving
axle to impart motion thereto, a frame for supporting said motor, and springs
interposed between the running gear and motor supporting frame, and located
between the main supporting and driving axles.
9. An integral sheet metal wheel body having a tread portion U₁ from which
the metal U2 of the wheel curves inwardly and under the tread and is connected
by U-shaped integral spokes U with an integral hub flange U.
10. An integral sheet metal wheel body having a tread portion U from the
outer edge of which the metal U2 of the wheel curves inwardly and under the
tread and is connected by U-shaped integral spokes angling toward the outside
face of the wheel with an integral hub flange U.
11. An integral sheet metal wheel body having a tread portion U with an
outwardly extending flange on its inner edge and a downward and inward
fold. U of the metal at its inner edge, and U-shaped spokes extending from the
inward fold U2 to a hub flange U in combination with a detachable tire retaining
flange and means for securing it to the outer edge of the tread portion of the
wheel.
12. A wheel having an inwardly hub connected with its rim in combination
with a box N extending over the hub and beneath the rim of the wheel, said box
having means for pivotally connecting it with a vehicle frame on a line passing

page_text: through the rim and hub of the wheel, and a stud axle having its inner end
situated in and secured to the box N, all substantially as described and so that
the stud axle and wheel will turn on a line passing through the tread of the
wheel.
13. A wheel having an inwardly extending hub connected with its rim by out-
wardly angling spokes in combination with a box N extending over the hub and
beneath the rim of the wheel, said box having means for pivotally connecting it
with a vehicle frame on a line passing through the rim and hub of the wheel,
and a stud axle having its inner end situated in and secured to the box N, all
substantially as described and so that the stud axle and wheel will turn on a
line pasing through the tread of the wheel.
14. A stud axle N³ having its inner end secured to and surrounded by a box N
said box having means for pivotally connecting it with a vehicle frame as de-
scribed and so that the stud axle will turn on a centre passing through its
journal portion in combination with a hub Te adapted to lie within box N and
having a flange T and an integral sheet metal wheel body having a tread U¹,
a downwardly and inwardly turned fold U2 connected with a hub flange U³ by
U-shaped spokes angling outwardly to said hub flange, and means for connecting
the hub flange Us with the flange T of the hub T
1000
MARKS & CLERK,
18, Southampton Buildings London, W.C.,
13, Temple Street, Birmingham, and 25, Cross Street, Manchester,
Agents.