Improvements in Combined Running Gear and Steering Apparatus for Vehicles.
Year: 1890

page_text: Date of Application, 4th Feb., 1890-Accepted, 3rd May, 1890
Improvements in Combined Running Gear and Steering Apparatus
for Vehicles.
I, BENJAMIN FRANKLIN FLESHMAN, of Alvon, in the County of Greenbrier and
State of West Virginia, United States of America, Gentleman, 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, that is to say :-
This invention relates to certain improvements in running gear and in steering or
guiding apparatus for vehicles and the invention consists in certain novel features of con-
struction and in combinations of parts more fully described hereinafter and particularly
pointed out in the claims.
Referring to the accompanying drawings ;-
Figure 1 is a plan of the running gear of a vehicle with the body removed.
Figure 2 is a longitudinal section of the reach at the overlapping ends of the
section thereof.
Figure 3, shows in perspective, details of the reach.
Figures 4 and 5, are elevations, respectively, of a traction engine and a car,
showing the same provided with a guiding apparatus..
In the drawings, the reference letter a, indicates the wheels of a vehicle, and b,
the tongue therefor. The centrally pivoted bolsters or frames c, are mounted on the
front and rear axles d.
The reach connecting the front and rear axles is formed in two overlapping
sections e, f. The section e, being secured to the front axle, and front hounds g,
and the rear section f, at its end extending a distance along the top of the end
section e, and at its rear end secured to the rear axle and rear hounds h.
The two sections of the reach are pivoted together by a vertical bolt or pivot i,
passing through the same a distance from the end of each section, and preferably
provided with a head on one end and a nut on the other. This pivot bolt passes
through and is adapted to slide in a longitudinal slot j, in the lower or front section of
the reach, and also extends through and slides in a longer slot j¹ in the upper or rear
end section as shown.
Upon its upper side the lower reach is provided with a smooth flat bearing plate k,
extending beyond the edges of the reach, and' having a transverse slot for the
pivot bolt registering with the slot j. A horizontal enclosed segmental yoke l, is
formed integral with this bearing plate k, and is located at the rear of the same
with its ends curving rearwardly and extending laterally a suitable distance. A
projection or pin m, is rigidly secured to the rear reach section a suitable distance
to the rear of the pivot bolt and extends down loosely through said yoke and is
provided with a head below the same.
The rear reach section on its lower side is provided with a smooth faced bearing
plate n, bearing and working on plate k, and provided with an elongated longitudinal
slot registering with slot at its front end. This plate is provided with a heavy
downwardly extending lug or extension formed integral with the plate and carrying
a roller o, working back and forth and normally resting in a transverse groove p,
in the upper face of the forward reach section at the front end of plate k, and the
front edge of said plate k, is rounded and projects slightly over the groove
and the roller bears throughout its swing against the same and has a lip projecting
under the plate.
The top side of the rear reach section and bottom side of the front reach section
are provided with wear and strengthening plates as shown.
The operation of this coupling is obvious, when the front axle is turned laterally

page_text: the body retains its position by reason of the pivoted bolsters and the reach sections
swing on the pivot bolt, and the yoke I swings laterally with the projection m, of
the opposite reach section moving and guided therein, thereby guiding the rear
reach section in its movements and allowing the pivot bolt to gradually move to the
front ends of the slots, and thereby lengthening the reach when the same is bent
so that the bolster and body will not be cramped and tilted. There is no strain or
pull on the pivot bolt as all the pulling strain is sustained by the roller o, which bears
against the front edge of the plate k, whatever the position of the reach.
The inwardly extending lip or flange prevents the roller swinging up from the
engagement with the plate k. The yoke limits the swing of the reach sections and
acts as a stop and guide. The rounded edge of the plate k, and the curve of the
yoke throws the parts to their normal position when the reach is straightened.
It is exceedingly difficult to guide traction engines around sharp curves. When
cars or traction engines are travelling around curves there is great strain and lateral
thrust on the wheels. In order to avoid these disadvantages I provide the improved
running gear before mentioned with connections rigidly secured to one of the
reach sections and extending up to within convenient reach of a person on the body
of the vehicle.
In figure 5, is shown a lever pivoted to one of the reach sections to swing the
same laterally and extends up through the bottom of the car or road engine so as
to be capable of operation by a person on the same. If desirable instead of
employing a lever the vehicle can be guided in opposite directions by connecting
a wheel or windlass a¹ by means of connections c¹, with a reach connection
so as to swing the same in opposite directions when the windlass is operated
oppositely.
•
The operation of this guiding apparatus is obvious when one of the reach
sections is swung to guide the vehicle in a certain direction the front and rear wheels:
are swung to the same angle or to travel in the same arc. When turning a curve
the body retains its position without tilting or straining by reason of the pivoted
frames carrying the wheels as before set forth.
By means of the lever or windlass the front and rear wheels are turned simul-
taneously and the same degree, hence there is no side or lateral thrust on the
wheels, and no danger of the vehicle overturning, the vehicle can be turned with
great ease.
This invention is of great value on railroad cars preventing strain on cars or on
the rails.
Having now particularly described & ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what 1
claim is :--
1st. The combination with the front and rear wheels of a vehicle carried by
latererally swinging frames connected to the vehicle body, of a reach connecting said
frames, said reach being divided into two sections overlapping at their inner ends
and rigidly secured, respectively, to the front and rear wheel frames, a pivoted bolt
passing through longitudinal slots in said overlapping ends, a curved guide yoke
rigid on one reach section, a projection on the other section loosely confined therein,
and connections as set forth directly connected with one of said reach sections to
swing the same in either direction and extending to within convenient reach of a
person on the vehicle, for the purpose set forth.
2nd. The combination with a vehicle body, and the front and rear wheels carried
by laterally swinging frames connected to the body, of a reach connecting said
frames and divided into two overlapping sections rigidly secured respectively, to the
front and rear wheel frames, a pivot bolt connecting said sections, whereby said
sections swing simultaneously and together and a vertical lever carried by said body
and at its. lower end pivoted to one of said reach sections to swing the same laterally
as and for the purpose set forth.
3rd. The combination with the front and rear wheels of a vehicle carried by

page_text: laterally swinging frames, of a reach connecting said frames, divided into two over-
lapping sections rigidly secured, respectively, to the front and rear wheel frames,
a pivot boit extending through longitudinal slots in said overlapping ends, a plate
secured to one of said ends having a rounded laterally projecting end, a curved guide
yoke at the other end of the plate, a projection on the other section end confined in
said yoke, and a roller carried by said last mentioned end and bearing on the
rounded end of said plate, substantially as described.
4th. In a running gear, the combination of the two sections of the reach, a bear-
ing plate on one of said sections having the horizontal stop and guide yoke curving
rearwardly at its end, a corresponding bearing plate on the other section having a
lug bearing against the front edge of the first mentioned plate, a projection on said
last mentioned section confined in said yoke, and a pivot pin extending through
longitudinal slots in said reach sections, substantially as described.
5th. In a running gear the two sections overlapping at their inner ends and pivoted
together to allow lateral swing and a limited longitudinal movement, in combination
with a bearing plate on one of said ends having a projecting rounded end, and a
corresponding plate on the other end having a lug bearing against said rounded
projecting end and always located in the line of draft on the reach for the purpose
set forth.
6th. In a running gear the combination of the two overlapping reach sections,
with bearing plates located on said overlapping ends, one of said plates having a
guide and stop yoke on one end and the other plate having a lug bearing on the
opposite end of said yoke plate and receiving the pulling strain on the reach, sub-
stantially as described.
Dated this 4th day of February 1890
B. F. FLESHMAN,
Per L. W.