Note: Descriptions are shown in the official language in which they were submitted.
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TECHNICAL FIELD
This invention generall~ re.lates to a multi-
purpose vehicle. It relates more particularly to a
vehicle having four-wheel drive and steering in which
a~hitch is slung either between the fron~ and rear
wheels, or forward of the front wheels in order that
the force applied to the front and rear wheels, to mov~
the vehi1e forward, has a ground directed component so
that the heavier the. load towed, the greater will be the
vert~ical force applied to the wheels, thereby increasing
the traction between ~hese~wheels;and the ground~
BA~KGR UN9 ART
The~concep~ o~ supporting a tool of any kind
between the front and rear:wheels o~ a vehicle is well-
k~no~ ,35s~e for example U.S. Patents 1,076,~049; lj852,537;
~ '~; 2,413,467; 3,010,735; 2,437,581; 3,397,470;
; ~ ~ 3~,690,023; and 3,858,662. Of these patents, U~S~ Patent
3, alQ~ 735 discloses the concept of slinging the hitch: :
:: for a tow between the front and rear wheels to increase
: 20 loading on the rear wheels. In particular, this patentdiscloses a system whic~ u~ilIzes the angle of pull to
assist in the trac~ive effort. Howev:er, t~e teaching of
this patent is~applicable only to rear wheel drive
vehicles w~ere the hitch point is lo~ so that the:angle
of draught is limited. ~Accordingly, this patent does
not disclose or suggest any means of increasing the
traction of the front wheels and~ moreover, no reference
is made to the possibility of a four-wheel drive appli- ;
c~tion.
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D-IscLosuRE OF THE INVENT~ON
With the foregoing in mind, I provide in accord- -
ance with the invention a multi-purpose vehicle comprising
a generally rectangular frame supported by a pair of front
wheels and a pair o:E rear wheels each of said wheels adapted
to be driven and steered over a prede~erm:ined course J said
frame having a pair of longitudinally extending frame
rnembers and a pair of members transverse to said longitudin-
ally extending frame members comprising a front and a rear
frame member, the improvement comprising spaced-apart
connecting means formed in said longitudinally extending
frame members along the length thereof, a tow bar having at
least one pair of arms the free ends of said arms being
pivotally secured in selected connecting means in said
longitudinally extending frame members, and means proximate
the juncture of said pair of arms and intermediate said
- free ends of said pair of arms and said pair of rear wheels
for enabling selective.loading of said vellicle.
Pre~erably, the means for enabllng selective
loading of the vehicle comprîses a chain which.connects the
. tow ~ar, proximate the juncture of the V~s~aped formation~
to the frame of the vehicle 60 tha~ when the tow bar pulls
a traîler or cart with.a tongue load the weight of the
load is taken by the chain and when obstacles or ear-th 25 mounds are traversed by th.e vehicle the.tow bar i5 tensioned
to release the weight:on the chain for transfer to the
- wheels of the vehicle for increased traction
The to~ bar in a modified construction com-
prises two pai.rs of arms of V-shape formation. The
free ends of each of the pair of arms in this modifica-
tion are attached to each tow bar supporting member via
the openings therein~ Each of the pair of arms at the
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junctures thereof is rigidly connected at opposite end
portions of a vertically extending bearing means on
which coupling means ls rotatably mounted intermediate
the connections of the pairs of arms to the bearing
m~ans. The coupling means is provided with receiving
means adapted ~o receive, for releasable securement, an
end of an implement a~tachment.
Preferably the bearing means comprises a vertic-
ally extending pin and the coupling means comprises a
housing mounted on the pin for rotation about the longi-
tudinal axis of the pin.
By virtue of the manner in w~ich the hitch is slung
below ~he vehicle body, the vehicle according to the
present invention does not have to carry the necessary
heavy weight transported by a conventional farm tractor
in order to achieve the necessary traction and to do the
work required.
Moreover, by virtue of the improved traction ob
tained with my vehicle it can be and is, lighter in
weight than conventional tractors. This leads to a num-
ber of advantages, the most significant of which are:
1. less fuel consumption for operating the vehicle
which,when Pmpty weighs approximately 500 lbs.
2. decreased soil compaction compared to that ob-
tained with conventional tractors. Soil compac-
tion should be avoided to ensure air circulation
for soil micro organism~ and to permit adequate
circulation and drainage of water.
Other advan~ages which stem from my vehicle, here-
inafter more ully described, are:
3. the vehicle is relatively inexpensive to manu-
facture since component parts may be mass pro-
duced and readily assembled,
4. by employing four vertical axles and wheels at
the four corners of the rectangular frame a rela-
tively high ground clearance
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is obtained, for example in excess of 3Q
inches. Wi~h such clearance t~ vehicle can
go over boulders and stumps and t~e wheels
themselves can go over large ~oulders and logs
Further, as a result of the high point of im~
pact, my vehicle can push down and pass over
bushes and small trees without injuring them
or the vehicle. A vertical~axle-wheel unit
is disclosed in my U.S. Patent Nos~ 3,68~,101
and 3,822,757.
5. the center of gravity of the ve~icle is below
the tops of the wheels of the ve~icle~
6. apart from its use as a farm vehicle, the
vehicle according to the present inventlon
may also be emplo~ed in cranberr~ bogs, rice
paddies, and other flooded-field agricultural
applications not generally mechanised at pre~
sent. The vehicle may also ~e used in forested
areas where~selective logging is presently done
by hand, since no mechanical device can pene-
trate the xows and remove trees without serious
~cological damage. Thus, the vehicle may be
used as a means of transportion over rough
territory and through marshy areas.
7. the need for spring suspension assemblies or
shock a~sorbers are avoided because the frame
of my vehicle is torsionally resilient,
8. Gear trains are not required in the transmission of
vehicle, belts and pulleys being used for
this purpose with eac~ of a pair of belts
driving two wheels on one sïde of the vehicle.
Speed variation is obtained by selecting belt
pairs associated with di~ferent size pulleys.
9. A mechanical brake is not required since power
transmission in my vehicle is controlled by a
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pair of ~ensioning pulley arms supporting a
tension pulley moved into or out of engage-
ment with the belts interconnecting driving
and driven pulleys of the power transmission.
10. revPrse drive of the vehicle is possible by
merely crossing one pair of belts between the
driven and guide pulleys.
11. a cable tensioning and actuating assembly is
made possible compared to that described in
my U.S. Patent 3,669,466.
12. an improved four-wheel steering arrangement
is made possi~le using worm gears and worms
associated with each wheel assembly.
13. by virtue of its basic design, ~y vehicle can
also be used as an amphibious transportèr
which incorporates the four-wheel drive and
four-wheel steering above referr d to. As
such, the vehicle can be ut:ilized for carry-
ing cargo and can be employed in almost any
seaport or beach faeility,~thus converting
any potential seaport to a container port.
The amphibious transporter can either be
towed through the water or can be self-
propelled.
BR:IEF DESCRIPTION OF THE DRA~INGS
Further objects and advantag~s of t~e invention
will be apparent from the following disclosure taken in
conjuncti~n with the accompanying drawings~ in which:
~ FIGURE 1 is a perspective view o one embodiment
of the frame construction for the vehicle according to
the present invention, illustrating in phantom an ex-
treme flexing of the frame members upon upw~rd movement
of one of the support tubes for a wheel assembly;
FIGURE 2 is a side elevation of one embodiment of
the improved vehicle according to the present invention,
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illustrating one of the two positions of the tow bar in
phantom and the other in solid line;
FIGURE 3 is a plan view of one side of the vehicle
according to Figure 2, partially broken away to illus-
trate the mounting of one em~odiment of the tow bar tothe vehicle, and illustrating in phantom positions of
the wheels and tow bar while executing a turn;
FIGURE 3A, which appears in ~he third sheet of
drawings, is a perspeetive view of a further embodiment
of the tow bar according to the present invention for
use in association wit~ a four-wheel or front wheel
drive vehicle;
FIGURE 4 is a plan view of the embodiment of the
improved vehicle according to Figure 2, ~roken away to
illustrate the arrangement of the cable steering and
belt transmission for the vehlcle; but omitting details
of th actuating mechanisms for the belt transmission
in order to simplify the dr~wing;
FIGURE 4A, which appears in the first sheet ~f
drawings, is a partial vertical section of one embodi-
ment of the outer let arm of ~he T-shaped su~frame, the
arm of the subframe being rigidly connected to the lower
flange of a side rail channel mem~er;
FIGURE 5 is a side view of a diagrammatic of one
mbodiment of the improved belt transmission;
FIGURE 5A is an enlarged perspective view of one
embodiment of the unidirectional locking device accord-
ing to the present invention, illustrating the operation
thereof;
FIGURE 5B is a vertical section taken along the
lines V-V o~ Figure 5;
FIGURE 6 is a perspective view illustrating one
embodiment of the belt transmission and the artuating
mechanisms therefor;
FIGURE 6A is an enlarged perspective view of one
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embodiment of the knuckel linkage actuatïng mechanism;
FIGURE 6~ is an enlarged perspective view of one
embodiment of the shifter plate mechanismj
FIGURE 6C which appears in the sixt~ sheet of
drawings, is a perspective view of one em~odiment of the
emergency braking system;
FIGURE 6D is a vertical section of the shifting
lever and cam lock mechanism;
FIGURE 7 is a perspectlve vi~w of one corner of
one embodiment of the frame of the vehicle, including a
wheel assembly and a timber hitch.;
FIGURE 8 i.s a plan view of one embodiment of the
improved cable tensioning and actuating a~sembly mounted
on a portion of a steering column;
FIGURE 9 is a vertical section taken along the
line IX - IX of Figure 8;
FIGURE lO is an enlarged end vi w of one side of
one embodiment of the vehicle according to Figures 2 to
4, broken a~ay to illustrate the mountLng of the side
panels relative to the floor of the vehicle;
FIGURE 11 is a frvnt vi.ew of the. improved vehicle
showing banking thereof when executing a turn or operat-
ing on a sloped surface;
FIGURE 12 is a top perspective view of one.embodi-
ment of the vehicle according to the present invention;
FIGURE 13 is a plan view illustrating one embodi-
ment of the steering arrangement utilizing worm gears
and worms associated with each wheel assembly;
FIGURE 13A is a section taken along the line XIII-
XIII of Figure 13;
FIGURE 14 is a plan view of one embodimen~ of theimproved vehicle according to the present invention or
use as an amphibious transporter;
FIGURE 14A is an enlarged plan view of one embodi-
ment of the arrangement for securing the floation cellsto the frame of the transporter;
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FIGURE 15 is a side view of the embodiment of the
transporter according to Figure 14, partly broken away
to illustratP the interi.or construction of the transpor-
ter; and
FIGURE 16 is a rear view of the vehicle sf Figure
14.
BEST MODE OF CA~RYING OU~ INVEN~rON
One embodiment of the improved vehicle according
to the present invention is designated generally in
10 Figures 2 to 4, 11 and 12 by reference number 20. The
vehicle has an outer body construction comprising side
panels 22 and 24 whi~h are separated from and do not,
during opera~ion of the vehicle, contac~ a front panel
or oowl 26, there ~eing a clearance 25 therebetween.
As best seen in Figure 10, each of the side panels
22 and 24 ha~e an inwardly directed U-shaped channel 27
secured to a lower outer edge thereof, the U-shaped
channels extending nearly the entire length of the side
panels. The U-shaped channels 27 slidably engage a
floor panel 28 which is secured by bolts or simiLar
fas~eners to the frame of the vehicle, whereby the U-
shaped channels are,free to move longitudinally relative
to the floor 28 of the vehicle. In order to limit noise
due to the sliding action of the side panels relative to
the floor, a plywood sheet can be utilized for the floor
panel 28. Inner edges o~ the rear end of each side panel
22 and 24 are secured to mounting brackets 30 mounted on
reax rail members of the frame, the side panels having
rigid outwardly projecting members which slide through
openings in the brackets 30 and are releasably engaged
by releasing clips 31 which are pivotally secured to the
frame for pivoting into and out of locking engagement
with the portions of the projecting members extending
through the openings in the brackets 30. The mounting
35 ,of.the side panels 22 and 24 on the frame of the vehicle
by means of clips allows the body to flex with the frame
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without permanent distortion as the twisting action of
the rail members forming the frame is rPadîly followed
by the side panels 22 and 24. The body of the vehicle
also includes a tailga~e 32 which îs secured by means of
a hinge 33 to a rear rail member of the frame~ the tail-
gate 32 being easil~ lowered to a step position 32', as
shown in phantom in Figure 2, in which position the tail-
gatP is situated against the rear frame tubes and pro-
vides easy access to the rear of the vehicle. The cowl
26 is attached forward at three poînts and, as in the
case of the side panel , is able to flex with the frame.
Further, the space between the cowl and the side panels
can be seen to change with the frame flexing, ample
clearance 25 being left permits thîs to take place. By
removing the cowl 26, the motor, clutch and steering
mechanisms for the vehicle are exposed. Similarly, re-
moving the side panels, the drive mechanism of the ve-
hicle is exposed.
As seen in Figure 12, the vl~hicle also includes
seats S which are pivotally hingecl by means of rods R
secured to the seats S, the rods E~ being angled orward-
ly and inwardly relative to the longitudinal axis of the
vehicle and being pivotally mounted in brackets B secur-
ed to the floor of the vehicle. In this way, each seat
can be tilted toward the center of the vehicle so that
the seat back passes immediately behind the o~her.
thereby acilitating access to the rear of the vehicle
or from the rear o the vehicle to the seats S. Since th~
seats S are mounted on a floor secured to a T-shaped sub-
frame 34, as described below, flexing of the vehicle 20is not transferred to the sea~s S.
The T-shaped sub-frame 34 comprises an open-
able top housing for suppoxting a multiple belt trans-
mission 36, together with the belts and pulleys for
transferring powe~ from the driven pulleys of the trans-
m~ssion to the individual wheels of the vehicle. The
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T-shaped sub-frame comprises a bottom wall 38 which is
substantially T-shaped in plan view, a back wall 40,
outer front walls 42, inner side walls 44, outer side
walls 46, and an open front end 48. Each of the walls
extends a~ right angles to the T-shaped bottom wall 38.
The inner side walls 44 are secured to the rear wall 40
and extend forwardly therefrom t~.e length of the sub-
frame 34. Further, the inner side walls 44 are parallel
to the outer side walls 46 and at right angles to the
rear wall 40 and outer front walls 42.
The T-shaped sub-frame 34 is connected adja-
cent the outer ends of the bottom wall 38 to longitudin-
ally extending side rails 50 and 52 of the frame, at lo-
ca~ions 60 and 62 respectively, these connections being
either rigid or rotatable. The locations 6a and 62 are
either at the bottom or the top of the side rail mem~ers
50 and 52. The front end of the T-frame 34 is flexibly
secured to a front rail 56 of the frame at a location 64.
In addition to supporting the transmission 36, the T-
shaped sub-frame 34 supports the engine E which, by way
of example, can comprise an eight-horsepower, four-
cycle, Briggs and Stratton Engine, the engine having
suficient power to drive the veh:icle up or down slopes
in excess of 40, traversing rougl~ country, pulling
half-ton logs up and down slopes and ploughing.
Referring to Figures 1 and 7, opposite ends of the
side rails 50 and 52 are secured to post or support tube~
54a, 54b, 54c and 54d for the wheel assem~lies. The
frame also includes front rail 56 and a rear rail 58,
opposite ends of which are likewise connected to the
support tubes. The rails can be connected to the post
tubes by welding or can be secured t~ereto by means of
frame brackets mounted on the support tu~es which are
releasably secured to the side, front and rear rail mem-
bers by means of bolts or similar fasteners~ The rail
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members forming the frame are channel or U members,angle members or I-beam sections, or built-up truss
members, the main constraint on the configuration of the
m~mbers being ~hat they are capable of absorbing torsion-
al forces applied thereto wi~hout permanent distortionof the frame.
The points of at~achment 60, 62 and 64 of the
T-shaped sub-frame 34 to the main frame are situated at
or near points of minimum flexure of the frame or rail
membPrs 50, 52 J 56 and 58. However, the location of the
point 64 could likewise be approximately midway along
the length of the rear rail member 58 and still provide
a mounting for the T-shaped sub-frame 34 which is sub-
stantially free of flexing of the rail mem~ers forming
the frame. By so mounting the T-shaped sub-frame 34,
flexing of the main frame does not interfere with the
primary drive alignment, so that the latter may be rigid-
ly installed.
Figure 1 illustrates in phantom an extreme flexing
of the frame members upon upward or downward movement of
one of the support tubes 54 for a wheel assembly. As
; seen in Figure 1, the side rails 50 and 52, and the front
rail 56 assume positions 50', 52' and 56' illustrated in
phantom, the front left support tube 54a assuming a rais-
ed position 54a', likewise illustrated in phantom. Upon
upward movement of the support tube 54a to position 54a',
the side rail 52 absorbs the stress by torquing in the
direction of arrow 68, as does the side rail 50. A
similar torquing action is present in the front and rear
rail members 56 and 58. The angle A between the rail
members and the support tubes remains constant due to
the fixed attachment of the side rails to the support
tubes. By utilizing a 1exible frame construction such
as that described, the frame is capable of absorbing up-
ward and downward movements of the support tubes 54 of
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a distance approximately 1/4 of the length of the
shortest dimension of the frame, that is, 1/4 of the
length of the front and r~ar rail members 56 and 58.
By way of example, if the front rail member were four
5 feet in length, the fr$me would absorb either an upward
or downward vertical movement of either of the front
support tubes 54a and 54b of approximately 12 inches.
As best seen in Figures 2 and 3, the vehicle 20
includes a tow bar 68, the tow bar being shown in phan-
tom in Figure 2 in its raised or full-operating posi-
tion, as indicated by reference numeral 5~'. The low
figure posi~ion shows a tongue load supported by a chain
76 which serves as a selective means for loading the ve-
hicle by becoming slack as a heavy pull is applied,trans-
ferring the tongue load forward to the connection points72 and thus to the front wheels 272 and 284. The tow
bar 68 comprises a V-shaped bar, outer free ends of
which are pivotally secured to secondary rail members
69 and 70 by means of fasteners 72, whereby the tow bar
68 is free to move in a vertical plane. The secondary
rail members 69 and 70 are inwardly facing channel mem-
bers secured to lower surfaces of the side rail members
50 and 52 respectively, and extend almost the length of
the side rail members. Opposite ends of the secondary
rail members include lower lip portions 71 (see Fig. 7)
to assist in introducing the free ends of the V-shaped
bar into engagement with the rail members 69 and 70. The
ends of the V-shaped bar can be secured to the secondary
rail members at various loca~ions along the length ~here-
of, openings 74 being provided in the secondary railmembers 69 and 70 to accommodate the positioning of the
tow bar at a desired location along the lengths thereof.
Selective loa~ing mean~ such as a ~hain 76,attach-
es the V-shaped bar to the fram~ of the ve~icle, the
chain limiting the downward tra~el of the bar. When the
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tow bar i~ being used to pull a trai.ler or carts with.a
tongue load, the weight is taken ~y the chain 76, the
propulsive forces being supplied by th~ tow bar. When
obstacles or heavy ground are traversed, the tensioning
of the tow bar releases the weight on the chain 76 whi.ch
is, in turn, ~ransferred at an angle to the fron~ wheels~
as well as to the rear wheels. The length.of the tow
bar 68 and the position of the chaln 76 can be regulated
for any com~ination of loads and pGsitîons desired. Even
when~the chain 76 is taut, some of the load is transfer-
red forward. Further, attaching a ~ork load at a proper
angle adds to the effective vehicle weight and increases
the traction without undue fuel consumption or ground
compaction.
According to a further embodiment of the tow bar
as shown in Figure 3A, the same i.5 constructed such that
all tongue loads are transferred to the points where ~he
tow bar is pivotally connected to the fram~ of the ve-
hicle. This assures that a greater percentage of the
vertical component of the load being drawn by the ve-
hi.cle is transferred to the front w~eels of ~h.e vehicle~
more so than in the embodiment of the tow bar shown in
Figures 2 and 3.
In this em~odiment, the tow bar 502 comprises two
pairs of arm memhers 504, 504' and 506, 506~, the mem-
bers 504, 504' diverging away from a point of a~t~ch-
ment 5Q0 o~ the tow bar to the vehicle frame~y way of
the openings 74 in the rail m~ers (69, 70~ and being
connected to opposite ends o a vertical pin 508
Likewise, the members 506, 506l diverge from a point o~
at~achment 500' of the tow bar to the vehicle frame and
are likewise securely attached to opposite ends of a
vertical pin 508 Pin 508 provides a bearing surface
for a housing 510 which is pivotal in a horizontalplane
about the pin 508 and at right angles thereto. The hous-
ing 510 hasa rearwardly directed receiving portion 512
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~o permit ~he reception of a bar 514 which connects an
implement or other load being towed by the vehicle to
the housing 510. A conne tion means releasably connects
the bar 514 in position in the housing 510 in such a
manner that the bar is rotatable about a longitudinal
axis thereof, as indicated by the double arrow 515 in
the Figure.
By utilizing the arrangcment described above, the
tow bar is able to absorb movements in three directions
of rotation, about a longitudinal axis of the bar 514,
about a longitudinal axis of the pin 508, and about an
axis of a line connecting the points of attachment 500,
500' of the tow bar to the frame. Thus, this arrange-
ment permit~ roll, yaw and pitch actions, while trans-
mitting all tongue loads to the points 500, 500', thusallowing for selective loading of the wheels of the
vehicle as desired.
As indicated previously, a multiple-belt trans-
mission 36 is mounted in the T-shaped sub-rame 34. As
best seen in Figures 4 to 6, the belt transmission com-
prises six V-belts 78, 80, 82, 849 86 and 88, the V-
belts being mounted on respective drive pulleys 90 and
driven pulleys 92, 92' and being supported and held in
alignment intermediate the drive pulleys and the driven
pulleys by idler or guide pulleys 94. The drive pulleys
90 are mounted on an axle 91, the axle 91 being common
with the crankshaft of the engine E. Alternatively,
the axle 91 may be rotatably mounted at opposite ends
thereof in the inner side walls 44 of the T-shaped sub-
frame 34, in which case the axle 91 is indirPctly con-
nected to the crankshaft of the engine ~ Likewise, the
guide pulleys 94 are mounted on an axle 95, opposite
ends of which are likewise rotatably mounted in the in-
ner side walls 44 of the T-shaped sub-frame 34.
The six V-belts comprise three sets o belts: 78
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84; 80, 86; and 82, 88. The firs~ two sets of ~elts 78,
84 and 80, 86 provide two di~ferent forward speeds oftl~e
vehicle, and the third set of belts 82, 88 provide re-
verse movement for the vehicle. The three V-belts 78,
80 and 82 drive the wheels on the left side of the ve-
hicle 20, as viewed in the forward operation of the ve-
hicle, while the V-~elts ~4, 86 and 88 drive the wheels
on the right side of the vehicle.
Selective tensioning of the different V-belts or
pairs of V-belts is achieved by a pair of tensioning
pulleys 96 and 96', the tensioning pulley 96 being as-
sociated and adapted to engage the V-belts 78, 80 and
82, while the tensioning pulley 96' is positioned so as
to engage the V-belt 84, 86 and 88. The close proximity
of the guide pulleys 94 to the drive pulleys 90 increas-
es the amount of tensioning possible by the tensioning
pulleys 96 and 96', which engage the V-~elts at lo a-
tions between the drive pulleys and the guide pulleys~
Each of the tensioning pulleys ~6 and 96 r is of identi-
cal construction, comprising a pulle~ rotatably mountedon a respective axle 98 and 98t, the axles being moun~ed
adjacent ~he free ends of respective tensioning pulley
arms 100 and 100'.
The V-belts 82 and 88 are crossed between the
25 guide pulleys 94 and the driven pulleys ~2 in order to ~`
permit the vehicle ~o operate in a reverse direction
when the belt~ 82 and 88 are tensioned.
The V-belts 82 and 88, being crossed, are ~wisted
and therefore do no~ tend to straighten out to the same
extent as the remaining V-belts when not being engaged
by the tensioning pulleys 96 and 96' respectively. As
a result, there is the possibility that the crossed
belts 82 and 88 will con~inue to rotate with the driven
pulleys 92, when the lat~er are driven to operate the
vehicle in a forward direction, due to undesired
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engagement of th.e twisted belts with the grooves of the
respective driven pulleys. In order to restrict this
undesi.red continued movement of the twisted ~elts 82
and 88, a pair of eccentrically mounted unidirectional
locking devi.ce~ 10~ ~Fig. 5A~ are provided.
With th.e arrangement descri~ed,when t~e V-~elts
82 and 88 are tensioned b~ tensioning pulleys 96 and
36', the belts rotate the driven pulleys 92, 92 t in a
counterclockwise directîon, as seen in Figure 5 When
~he tensioning pulle~s are disengaged from these belts,
as when the vehicle is driven in a forward direction,
the tendency of the beltQ, if st;ll in contact wIth the
grooves of the driven pulleys 92, 92', is to rotate with
the driven pulleys in a clockwise directïon due to fric-
tional engagement with the pulle~s ~2, 92 t ~ To preventsuch rotation o the belts, the. upper runs of t~e belts
82 and 88 are adapted to actuate respective unidirection-
al locking devices 102, as best seen in Figure 5A, which
pivot on a rod 104 counterclockwise against t~e V-~elts
and urge the V-belts against a guide pîn 106 restricting
further movement of the Y-belts 82 and 88. This causes
the portions of the V-~elts 82 and 88 adjacent the driven
pulleys ~2 to bow outwardly and come to rest against
stops 110 plac d adjacent the driven pulleys 92, whereby
the V-belts 82 and 88 are moved clear of the driven pul-
leys. When th~ V-belts 82 and 88 are next operated in a
counterclockwise direction, under action of t~.e tension-
ing pulle~s ~6, 96', to drive the vehicle in reverse,
the unidirectional locking devices 102 are pivoted away
from the tensioned V-belts, a stop pin L08 or similar
device limiting the pivotal movement of the devices 102
so that the devices do not rotate 360 and back into en-
gagement with the V-belts. Spaced-apart guide pins 109
extending upwardly from rod 106 assist in belt alignment.
In Figure 6, tensioning pulley arms 100, 100l are
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pivotally and slidably moun~ed on a rod 112, opposite
ends of which are secured to the side ~alls of a motor-
mounted extension of T-shaped su~-frame 34. The tension-
ing pulley arms are linked together in fixed relative
positions by means of a bent plate structure 114, upper
mounting support portions 115 of which engage the upp~r
end~ of the pivotally m~untmg tensioning pulley arms
lQ0 and 100'. A lower.end of the bent plate member 114
includes mounting supports which.engage the lower ends
of a pair of knuckle linkages 116 and 116', the knuckle
link members having lower ends thereof pivotally and
slidably mounted on a rod 118 mounted parallel to the
rod 112 and likewise being se.cured at opposite ends
thereof to the side walls of the sub-fr~me extension.
Upper ends of the knuckle link members 116! 116' pivot
ally en~age respective tensioning pulley arms 100 and
100' at locations partway along the length thereof,
whereby actuation of the knuckle linkages 116 and 116
effects pivoting of the respecti~e tensioning pulle~
arms 10Q and 100l about the rod 112 and LntO and out of
engagement with the selected V-belts~
Sliding movement of the bent plate member 114 and
the tensioning pulley arms 100, 100' is effected by means
of a bent bar member 122 ronnecting bent plate member
114 to a shifter plate 124, the bar member 122 being con-
nected by means of bolts or similar fasteners 123 to an
upper surface of the shifter plate 124, as best seen in
Figure 6A. The shif~er plate 124 is slidably mounted on
a pair of parallel transversely extending shafts.126 and
128 utilizing brackets mounted on the lo~er surface of
the plate, the shafts 126 and 128 being rotatably ~ut
non-slidably mounted in pillow blocks 129 secured to a,
base plate 130 (,see Fig.'6~ which., in turn, is secured
to the T-shaped sub-frame 34.
Sliding mo~ement of the s~ifter place 124 along
the shafts 126 and 128 is effected by means of a bar
~3~3
member 132, one end of which is pin~led to the shifter
plate by means of bolts or similar fasteners 133 ~see
Fig. 6A) and an opposite end of which is connected to
one arm of a pivotally-mounted bell-crank member 134.The
bell-crank member 134 is pivotally mount~d about a ver-
tical ~xle 136, a lower end of which is mounted adjacent
the front edge of the bottom wall 38 of the T-shaped
sub-frame 34. A second arm of the bell-crank member 134
is connPcted by means of a rod 140 to a pivotal member
142, the pivotal member being secured to one end face of
a cam lock lh4, an opposite end face of the latter
being secured to a side surface of a shifting lever
146. The shifting lever arm 146, cam lock 144 and
pivotal member 142 are mounted on a shaft 147 secured
to the inner side wall of the T-shaped sub-frame by
means of a suitable fastener. An outer end of the shaft
147 has a thrPaded end which supports a coil spring 150
thereon, tension in the coil sprlng 150 being adjus~ed
by means of a nut 152 mounted on t~e threaded end of
the shaft 147, as seen in Figure 6D.
Pivoting of the bell-crank member 134 by means of
the rod 140 upon pivoting of the shifting lever 146 initi-
ates movement of the bar member 132, thereby advancing
the slider plate 124 along the shafts 126 and 128 to
the position selected by the shifting lever arm, as de-
termined by the opera~or.
As seen in Fig. 6D~ the cam lock 144 has a pair of
mating faces intermediate the ends thereof which are
separated on rotation of one of the mating faces rela-
tive to the other which occurs upon actuation of theshifting lever 146. Upon separation of the mating faces
of the c~m lock 144, the pivot member 142 is moved
axially along the support shaft 147 away from the shift-
ing lever 146, thereby compressing the coil spring 150.
The force in the coil spring 150 forces the pivotal
:' ' .' , . ~ ' '
,
-19-
;
member 142 back toward the shif~ing lever, causing the
cam lock to return to a position in which the mating
faces are in contact,.during which return movement, the
pivotal member 142 is rotated an a~ount corresponding to
the newly-selected position of the shifting lever 146.
In ~his way, the pivotal member 142 is pivoted on the
shaft 147 and correspondingly advances or retracts the
rod 140, thereby pivoting the bell~crank member 134
about its ver~ical axle 136.
In order to permit sliding movement of the
shiter plate 124, the operator must depress both clutch
pedals 154 and 156 (see Figs. 6 and 12~ in the vehicle,
~hereby pivoting respective. linkages 158 and 160 rear-
wardly. The linkage 158 comprises a pair of link mem-
15 bers 162 and 164 which are pivotall~ secured ~ogether,
the latter of which is rigidly secured to the end of the
shaft 126. The linkage 150 eomprise~ link members 166
and 168 w~ich are pivotally secured togerher, the la~ter
link member being mounted on the shaft 128. The link
20 members 164 and 168, upon actuation of the respective
clutch pedals 154 and 156, are pivoted înto and out of
engagement with spaced-apart slots located in ad~acent
edges of the shifter plate 124 Accordingl~, as best
seen in Figure 6A, the link member 164 can be brought
: 25 into or out of engagement with slots 170, 172 or 174
Between eaeh of the sLots 170, 172 and 174 are finger-
like projections 176 and 178 having concave ends 180
and 182 corresponding to neutral positions when engaged
by the pivotal link member 164. Likewise, the link mem-
ber 168 can be brought into or moved out of engag~ment
with slots 184, 186 and 188, the slots being separated
by finger-like members 190 and.192 having respective
concave end portions 194 and 196
The distance between the slots in the shifter
plate corresponds to the distance which the shifter plate
must be advanced to permit engagement of the tensioning
L?~
-20-
pulleys 96, 96' with respective pairs of V-belts, Once
both of the clutch.pedals 154 and 156 are depressed to
tha correct degree, movement of t~.e shifter plate is ef-
fected by the rod 140 connected to the pivotal member 142
through the bell-crank member 134, and via the bar mem~
ber 132 to the shifter plate 124.
Upon depressing the clutch pedals 154 and 156,
rotation of the link members 164 and 168 is effected,
thereby rotating the respective shats 126 and 128. Op-
posite ends of the shafts 126 and 128 include members198 and 200 which are secured respectively thereto. Since
the construction of both me.mbers 198 and 200 is identi-
cal, details thereo will now be described in respect
of member 198, as seen in Figure 6B. In particular,
the member 198 has an opening therein through which is
inserted a boss 202, the lattsr being secured in posi-
~ion in the opening in the member 198. The boss 202
has a cylindrical opening extending the length thereof,
the cylindrical opening receiving a cylindrical pin 204
which is pivotally mounted in the cylindrical opening in
the boss and extends outwardly beyond both ends of the
boss. The pin 204 has a transverse opening adjacent
each end thereof, one end opening receiving a threaded
end of a rod 208, with adjusting nuts 210 being situated
on either side of the opening in the pin 204 for adjust-
ing the position of the rod. The opening in the other
end of the pin 204 receives the threaded end of a hook
member 212, ~he position in the opening in the pin being
adjusted by means of a nut 214. An opposite end of the
hook member 212 includes a loop portion 216 which slid-
ably engages a sleeve 218, the latter being in turn ..
slidably mounted on a pin 220 interconnecting the link
members 116a and 116b forming the knuckle linkage 116.
Pivotal movement of the member 198 therefore effects the
straightening or collapsing of the knuckle linkage 116,
thereby pivoting the tensioning pulley arm 100 into and
~3~3
-21
out of contact with the respective V-belt. The hooked
end 216 slidably and pivotally engages the cylindrical
sleeve 218 to perm;t the sliding of the knuckle linkage
on rod 118 rela~ive to the hook member 212 in response
S to shifting of the bent plate 114 by shifter plate 124
upon actuation of the shifting lever 146 by the operator.
A return spring 219 connected at one end to pin 204 and
at a free end to fixed point 221, returns clutch pedal
154 to its non-depressed position upon releasP by the
operator. An identical return arrangement is provided
for pedal 156.
The shifter plate 124 cannot be slid along the
shafts 126 and 128 until both of ~he clutch pedals 154
and 156 are depressPd, whereby the link members 164 and
168 are freed from the slots in the shifter plate. As a
result, if the shifting lever 146 is moved to a new posi-
tion prior to depressing both of the clutch pedals 154
and 156, the mating faces of the cam lock 144 are separ-
ated and remain so(because link members 164, 168 are
seated in the slots of shifter plate 124 thereby effec-
tively preventing pivotal movement of the bell-crank mem-
ber 134 since bar member 132 cannot in such case move
shifter plate 124 along shafts 125, 127~ until both of
the clutch pedals are depressed. Upon depressing both
of the clutch pedals, link members 164, 168 are freed
from the slots in plate 124 enabling the force of the
spring 150 to move the cam lock to a position in which
the mating faces are in conta~t, thereby pivoting pivot-
al member 142 as hereinbefore described to a new posi-
tion and advancing the shifter plate 124 to permit en-
gagement of ~he slots therein by the link members 164
and 168 on return of clutch pedals 156, 158 to ~heirnor-
mal positions. As described above, depressing of clutch
pedals 156 and 158 pivots shafts 126 and 128 via link-
ages 158 and 160, whereby members 198 and 200 are ro-
tated rearwardly so as to collapse knuckle linkages 116,
~2-
116', thereby dropping tensioning pulle.~ a~ms 100~ lO
and pulleys 96, 96' out of contact wlth t~e V~belts~
Once the shifter plate 124 has been advanced by the
actuating mechanism a~ove describ~d, to a position
corresponding to the desired speed and di.rection of the
vehicle, th~ operator releases clutc~ pedals 154 and
156, permitting the link members 164 and 168 to pivot
into the respective slots in th.e shifter plate 124 As
the link members advance into th~ slots in the shi.fter
plate, the.respective s~afts 126 and 128 are pivoted, re-
sulting in pivotal mov~ment of the m~mbers 198 and 200,
whereby the knuckle linkages 116, 116~ are straigh~tened
through the mechanism describe.d above, pivoting the ten~
sioning pulley arms 100 and lGO' and t~e tensioning pul-
leys ~6 and 96' into contact with the desired V-belts.
By moving either one or the other of the two
tensioning pulleys 95, 96l into or out of the tensioning
position by depressing on one clutch pedal, differen~ial
clutching and skid or direetional steering of the vehicle
20 can be accomplished, in that the wh~els on only one side
of the vehicle are being operated by the engagement of
only one of the tensioning pulleys with a respective V-
belt.
Braking of the vehicle can be accomplished by
means of two brakes 222 and 224 (see Fig. 6~ which are
pivotally secured to respective inner side walls 44 of
the T-shaped sub-frame 34. Since the construction and
operation o~ the brakes are identi~al, the details
thereof will be described only in relation to brake 222
In particular, brake 222 comprises a brake arm 226 hav-
ing a brake shoe 228 secured to an upper end thereof,
the brake arm 226 being pivotall~ secured to the inner
side wall by means of a pin 230. The brake arm 226 ex-
tends upwardly between two V-belts and the brake shoe
228 can be advanced into or out of engagement with the
driven pulleys 92, 92' upon actuation of the braking
: ' - ~ ' .
~ 3
mechanism. The brake 222 is actuated by connecting rod
208 which i5 secured to the brake arm by means of a pin
232, the connecting rod being connected at the other end
thereof to the pivotal member 198, as described above.
Accordingly, upon depressing one or other of the clutch
pedals 154 and 156, comlecting rods joining the pivotal
members 198 and 200 moun~ed on the respective shafts 126
and- 128, cause the brake shoes of the respective brakes
222 and 224 to be pivoted into engagement with the driven
pulleys. By depressing only one of the clutch pedals,
one set of wheels are locked while the other is powered
~this being achieved by only two clutch pedals) thereby
permitting differential braking of the vehicle. An
emergency braking system can also ~e provided, particu-
larly if the vehicle is to be used on public roads orhighways in areas where laws require such vehicles to
be provided with an emergency braking system. Such an
arrangement is described below.
The diameters of the driven pulleys 92, 92'
can be varied depending upon the output speed of the
vehicle desired. In this way, an infinite range of
speeds can be achieved with the vehicle. Further, flat
belts or belts having circular or other cross-sections,
including hexagonal and diamond section belts, can be
utilized in the transmission in place of the V-belts de-
scribed above.
As seen in Fig. 4, the driven pulleys 92 sup-
porting the V-belts 78, 80 and 82 are mounted on an out-
put shaft 240, while the driven pulleys 92', supporting
the V-belts 84, 86 and 88 are mounted on an output shaft
242, each of the shafts 240 and 242 being separately
journaled in respective tubular mem~ers 244 and 246 uti-
lizing bearings 248 mounted in the tu~ular members, ad-
jacent each end thereof. The output shafts extend out-
3S wardly through oblique openings 250 in the inner side
L3g~:~3
--~4- .
walls 44 and ope~:~gs 252 :Ln the outer side walls 46
(see Fig . 1~ . The outer ends of the output shaf ts 240
and 242 support a pair of adj acent pulleys 254 and 256,
the pulle~s 254 driving ~elts 258 and 258a while the
S pulleys 256 drive belts 260 and 260a. The ~elts 258 and
258a drive the wheels on the left side oE the vehicle,
while belts 260 and 260a drive th~ wheels on the right
side o the vehicle.
:~- The belts 258 and 258a drive spaced-apart pu~-
leys 262 and 264, the pulleys 262 and 264 being mounted
adjacent the upper ends of vertical shafts 266 and 268
rPspectively. Vertical sha~ts 266 and 268 drive respec-
.tive wheels 270 and 27Z ~ means o~ lndividual vehic~e
wheel drive and suspension assem~lies, such as those de~
lS scribed in Applicant ' s United States Patent Nos. 3,689~101
~nd 3,822,757.. Likewise, the belts 260 and 260a drive
pulleys 274:and 276 mounted on respec~ive vertical
shàfts 273 a~d 280j.the shafts 278 and 280 driving
respective wheels 282 and 2~, utili3ing wheel drive and
- 20 ~uspension assemblies as per Appli.cant's abQve noted
Unlted States patent,.and as represented diagrammatically
în Figure 7,- . . : - -
elt 258 is held in alignment by guide pulley
288, guide~pulley 288 being rotatably mounted nn a hori-
zontal axle supported ~y spaced-apart upward extending
arms. Likew'se guide pulleys 290 and 292 maintain align-
mPnt of belt 2~8a. The arms supportIng the guide pul~ys
28~and 290 extend upwardly beyond th~ respective guide
pulleys so as to further maintain alignma~t of the belts
258 and 258a. As well, guide pulleys 292, 294 and 296
are mounted in support arms s~cured to side rail member
50 for guiding the belts 260 and ~60a in paths of travel.
Further, the a-rms of any or all of t~e guîde pulleys may
be spring-loaded in order to increase the tensîon in tELe
35 belts. Guide pulleys 292 and ~96 ma~ be replaced by Y-
shaped forks as at 322 to conserve space wlt~ou~ adversely
,^~ ' '. ,
25-
affecting the operation of the mechanism. - -,
The belts 258 and Z58a are a~lso provided with
a pair of spaced-apart tensioni~g idlers 298 and 300
~hich are ro~atably mounted on vertical stub axles 302
and 304 respectively. The lower ends of the stu~ axles
are mounted on sliding clamp blocks 306 and 308, respec-
tively, the sliding clamp blocks releasa~ly engaging the
side rail membPr 52 of the frame and being locked in
position by set screws or simîlar releasable fastener
- lQ means 309. Like~ise, the belts 260 and 260a are pro .
: ' : vided with tensioning idlers 310 and 312 mounted on re-
-~-'spective vertical stub axles 314 and 316~ lower ends of
the stub axles being rotatably mounted in sliding clamp
blocks 318 and 320. The sliding clamp blocks are re-
15 leasably secured to the side rail member 50 at desired
~, locations by mea~s of set screws or similar relPasable
~ fastener means 309.
Each be7 t system 258, 258a and 260, 260a is
~ provided with a apir of Y-shaped forks or guides 322,~.
as seen in Figure 4A, situated adjacent the driven
. ' pulleys, i.e. 274 to prevent the continuous belts from
vibrating out of the pulley grooves. As a result, ~elts '
, can be readily changed and can be of commercial grade as
' to lengh, as ampl~ adjustment is p~esent~ .
~ Use of a swivelling wheel suspension when '
coupled with a separate transmission to the wheels on
each s,i.de of the vehicle, produce a stable vehîcl~ a~
follows. When the vehicle is making a turn and power i9
apphed to the outèr pair of wheels, the rising suspen-
30 sion on that side causes the vehi.cle tq bank into ~he
turn. On the other hand, the lack of or lessening of
power applied to the inner wheels of the vehi.cle in the
turn lowers the side of the vehicle to the in~de o~ the
turn, countering the centrifugal force of the turn ~y
35 banking. This.also reduces or removes the pressure
-26-
needed to steer the vehicle by applying power to the out-
side wheels. This is exemplified in Figure 11 of the
drawings in w~ich it is seen that the right side of the
vehicle, as seen in Figure 11, is at an elevat~d level
relative to the left-hand side of the ve~icle. Further,
with the suspension arrangement employed by the Appli~
cant, there is ~ero suspension in reverse, and none when
the vehicle is coasting or stationary. Rather, suspen-
sion is achieved only when the veh~cle îs moving in a
forward direction under power.
Steering of the vehicle is accomplished either
by means of cables utilizing an arrangement described in
~ ~ Applicant's United States Patent No. 3,669,466, which is
~ herelo ~ r-ference, or b~ means of worm and
worm gear arrangements associated with each wheel assem-
bly, such as described below in asso~iation with Figures
13 and 13A.
Tensioning and actuating of the cables associ-
ated with the cable steering arrangement can be achieved
utilizing the tensioning and actuating device descrî~ed
in the United States Patent, as well as by means of the
tensioning and actuating device shown in Figures 8 and 9.
In particular, a steering axle 330 has a steering wheel
332 ~see Fig. 12) mounted at the upper end thereof, the
steering axle being ro~atably mounted about its longi-
tudinal axi~ in any well-known manner, relative to the
body o~ the vehicle.
As seen in Fig. 8, two pairs of spirally groov-
ed drums are moun~ed adjacent a lower end of the steering
axle 330, the drums being held in position on the ~xle
330 by means of two locking collars 333 secured to the
axle 330 adjacent opposite ends of the two pairs of drums.
The two pairs of drums comprise a first pair of spirall~
grooved drums 334 and a second pair of spirally grooved
drums 336, each of the grooved drums having a cable ad-
justing ratchet 338 secured to each end thereof, there
being eight such adjusting ratchets 338 altogether. A
-27-
cable adjusting ratchet collar 340 is mounted on the
axle 330 between the drums of each pair of grooved drums
334 and 336, the ratchet collars 340 being non-rotatably
secured in position on the axle 330 by means of a taper
pin 342 extending through aligned openings in the axle
and collar. A third collar 344 separates the pairs of
drums 334 and 336.
The grooved drums of each pair of drums 334
and 336 are releasably secured in fixed angular positions
with respect to each other by means of respective clamp-
ing means 346 and 348. Each clamping means comprises a
cable adjusting pawl 350, opposite ends of which have
laterally outwardly directed lug portions 352 and 352'.
Each end of ~he cable adjusting pawl 350 is secured in
position to the respective adjusting ratchet collar 340
by means of adjusting pawl screws 354 and 354' which are
inserted in openings adjacent opposite ends of the adjust-
ing pawl 350 and engage aligned threaded openings in the
collar 340. Each screw has a respective adjusting pawl
washer 356 and 356' situated thereon.
Each of the drums of each pair of drums sup-
ports one end of a cable for steering the wheel assem-
blies on one or other sides of the vehicle. For e~ample,
portions of cable C which steer the two w~eel assemblies
on one side of the vehicle are wound around drums 334a
and 336a, the ends of the cable C being secured to the
respective grooved drums by means of respective adjust~
ing screws 360. Likewise, portions of cable C' are
wound around grooved drums 334b and 336b, with ends of
the cable being secured to ~he respective drums by ad-
justing screws 360. The adjusting ratchets 338 secured
to adjacent drums of each pair of drums include teeth .
portions 362 and 362', the teeth portions on one adjust-
ing ratchet being inclined in a rotational direction and
the teeth portions 362' on the adjacent ratchet being
-28~
inclined în the opposite rotati.onal direction, as best
seen in Figure 9~ The teeth portions of t~e ratchets are
engaged by the outwardly extending lugs 352 and 3521 of
~he pawl 350. In order to increase. or decrease tension
in the cable C adjusting pawl screw 3541 is fîrst loosen-
ed somewhat and adjusting pawl screw 354 is loosened to
an even greater extent so as to permi.t the teeth portions
of the adjusting ratch.et 338 to pass thereunder, whereby
grooved drum 334a can be rotated relative to spirally
grooved drum 334b. Loosening screw 354 t to a greater
extent than screw 354 permits drum 336b to ~e rotated
relative to drum 336a. Likewise, tension in the cables
wound around drums 336a and 336b can be increased or de-
creased. Once the desired loosening or tensioning of the.
cables has been achieved, the adjustîng pawl screws ~re
again tightened in position to the ratchet collar. By
loosening the pawl, the ratchet teeth pass beneath the
lug as the drum is rotated.
The operation and arrangement of thR cable.s
is more fully described in my United States Patent
No. 3,669,466.
The advantage of the arrangement herein dis-
closed is that it avoids the use of machined ~evel gears
as in my prior patent for the tensioning and actuating
mechanism, the present actuating and tensioning mechanism
being less e~pensive to manufacture, easier to adjust
and having broad application.
In addition to the tow bar constructions shown
in Figures 2, 3 and 3A of the drawings, various other at-
tachments can be employed wi~h Applicant's improvedvehicle, including: a ~asic power pack to provide power
to activate standard tractor attachments; an estate ro-
tary mower; an electric winch and lights, a plough, a
scraper, rake and brush; a snow thrower; a pumping unit;
an auxiliary power unit; and a harrow, potato-digger and
row cultivator; a seed drill, etc.
~ ~ 3~ ~ 3
-29-
Additi.onally, the improved vehicle can be sup-
plied with a logging attachment in the form of a timber
hitch.370, as bes:t seen ïn Figure 7. TImb.er hitch 370
includes a timber hitch member 371 pivotally mounted be-
tween a pair of spaced-apart angle members 372 and 374
secured at opposîte ends thereof to th.e front and rear
rail members 56 and 58 respectively, and may be affixed
to T-shaped sub-frame 34 as well. The angle members
372 and 374 have aligned openings 376 in the vertical
portions thereof, the openings 376 being spaced-apart
along the length.of the members 372 and 374 to permit
inse.rtion of a hinge pin 378 for pivotally securing one
end of the timber hi.tch member 371.
Adjacent a free end of the timb~r hitch member
371 is a rotatably mounted pulley 38Q for re.ceiving a
cable 382. One end of th.e cable is secured to the angle
members 372 and 374 at a location 384, the cable extend-
ing around the pulley 380 and upwardly on the other side
thereof. The free end of the cable can be attached to a
low energy winch 386 for raising and lowering t~.e free
end of the timber hitch member 371, the wînch 386 being,
in practice, mounted on the outer surface of rear wall
40 of the T-shaped sub-frame 34, as seen in Figure 12~
The timber hitch member 371 is provided with a locking
device or key 388 part way along an upper surface there-
of, the locking device or key 388 being adapted to enter
the space between the angle members- w~en the arm is rais-
ed to its uppermost positi.on. In thls position, the
timber hitch absorbs all of the lateral and longitudinal
forc~s, l~aving only the vertical moments to be absorbed
by the winch cable 386. Further, the timber hitch mem-
ber 371 is provided with a pivotally mounted hook 390 at
a desired location along the length thereof, depending
upon the degree of mechanical advantage desIred.
An implement support bar 392 is shown as being
clamped at opposite ends thereof to support tubes 54a
~ 3
-30~
and 54h, or likewise can be connected to tubes 54c and
54d, the bar 342 being used to support implements such
as a snow scraper attachment which is mountPd on the
front end of the vehicle, or other attachments such as
a roto-~iller mounted aft on the vehIcle~
The following is a table setting out speci-
fications of one embodiment of the vehicle according to
the present invention when utilized as a replacement for
a conventional tractor.
Length .............................. 921'
Width ............................... 50t'
Height (at back of seat). . . . . . . . 581'
Empty ~eight . . . . . . . . . . . . 500 l~s.
Gross Weight . . . . . . . . . . . . 120Q lbs~
15 Wheel ~ase , . . . . . . . . . . 62"
Tread (at outside of tires~ . . . . 62"
Horsepower , , , . . . . . . . . . 8
Engine 4 cycle Briggs & Stratton
Fu~l Gasoline (no oil mixture required~
20 Steering Radius . . . . . . . . . . . . . 0
Draw Bar Pull sao lb~ at 900 lbs~ Gross Weight
Tires 27" x 8.50 x 1.5" Terra Trac
Tire Pressure . . . . . . . . . . . . . . 3 P~S.I~
Gear Reduction . . . . . . . . . . . . . 72 to 1
(std~ low
range~
Ground clearance. . . . . . . . . . . . . 31
Number of Wheels. . . . . . . . . . . . . 4
Instead of cable steering the following steer-
ing mechanism can alternatively be employed for the
vehicle.
As seen in Figure 13, the altexnative steering
mechanism comprises two longitudinally extending parallel
shafts 400 and 402, each shaft having a worm mounted on
the end thereof, ~he worms being designated respectively
by reference numerals 404, 406, 408 and 410. Each of
the worms engages a respective worm gear designated by
,,
. ~
. - ~ ,
~ ' \
-3~ I3~3
reference numerals 412, 414, 416 and 418. Since each of
the worm gear and worm assemblies is of identical con
struction, the details of the construction of the worm
and worm gear and the manner of securing the two together
will be described with respect to worm 410 and associated
worm gear 418 in conjunction with Figure 13A, it being
understood that the other worms and worm gears are simi-
larly constructed.
As seen in Figure 13A, a pair of housings 420
and 422 hold the worm and worm gear in contact, the hous-
ings being of identical construc~ion and being secured
together by means of bolts or similar fasteners 424. The
housings 420 and 422 have inner tapered faces 426 which
engage cooperating tapered faces on the worm gear 418
and which, under the action of the bolts 424, allow for
adjustment of the worm relative to the worm gear. Further,
the housings 420 and 422 may be itted with suitable
bearings for supporting the end of the longitudinal shaft
402.
The longitudinal shafts 400 and 402 are driven
by a chain 430 which engages sprockets mounted on the
longitudinal shafts, the chain 430 being driven by a
driving sprocket mounted on steer:ing column 432. By
utilizing worms and worm gears with each of the wheel
assemblies, four-wheel steering can be effected. In
such case, the worm and worm gears are so situated that
the two front wheels move in the same direction of ro-
tation upon rotation of the steering column 432 and the
two rear wheels likewise rotate in the same direction,
as shown in Figure 13. Further, the worm gear and gear
assemblies at one end of the longitudinal shafts 400
and 402 are in an opposite direction to the worm and
gear assemblies at the other ends so as to produce the
required steering direction.
Each of the worm gears comprises a segm~nt of
a gear which is mounted on a respective tubular pivot
~"
: ': :
'
.,
~ ~3~ 3
-32-
member associated with each of the wheel assemblies, the
tubular pivo~ member being rotatably mounted about its
longitudinal axis in a respecti~e tubular post of the
wheel assembly. By way of example, the worm gear 418 is
mounted on the tubular pivot member 440, the worm gear
being secured to the tubular pivot member at a location
offset from the center of curvature of the worm gear~ As
a result, the pivotal point 442 of the worm gear 418 is
so positioned as to produce accelerating movement of the
wheel 444 when the wheel is turned to th~ right, and a
decelerating movement when the wheel 444 is turned to
the left. In other words, as the longitudinal shaft 402
rotates the worm 410 so as to produce a clockwise rota-
tion of the worm gear 418, the angular speed of the worm
gear increases as the worm gear rotates în a clockwise
direction in plan view. On the other hand, the angular
speed of the worm gear 418 decreases as the worm gear
continues to move in a counterclockwise direction in plan
view. This increase or decrease in angular speeds of
the worm gear is due to the fact that the distance be-
tween the pivotal point 442 and th,e worm 410 increases
or decreases as the wo~m gear 418 moves in a clockwise
or counterclockwise direction. Further, since the tubu-
lar pivotal member is mounted in the tubular post secured
to the f.ame of a vehicle, as the distance ~etween the
pivotal point 442 and the worm 410 increases, the worm
410 and its longitudinal shaft 4Q2 are urged inwardly
a distance corresponding to an increase in distance be-
tween the pivotal point 442 and the worm gear. HoweverJ
the worm and worm gear are held in contact by the housings
420 and 422.
The degree of offset of the worm gear 418 mount-
ed on the tubular pivotal member 440 varies according to
the wheel base of the vehicle and the tread of the vehicle
so as to produce a steering movement with a generally
common point 446 for all steered vehicles in and beyond
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the normal steering range of vehicles. Further, suitable
thrust bearings 44B and 450 support the respective longi-
tudinal shafts 400 and 402 so as to accommodate the in-
ward deflection of the ends of the longitudinal shafts
4Q0 and 402 as the distance between the pivotal point
and the worm gear increases.
The steering axle 432 controls the steering
and may be separately and alternately linked to either
the front or rear sections of a vehicle. In such a case,
the shafts 400 and 402 would be separated between the
thrust bearings 448 and 450 and the chain drive 430
would be duplicated for each of the front wheels and the
rear wheels of the vehicle. In this wa~, it would be
possible to steer either end of the vehicle in either
direction separately or in combination with the remain-
ing wheels of the vehicle.
As noted above, the vehicle according to th
present invention can be equipped with an emergency brak-
ing system, particularly if the vehicle is to be employed
on public roads or highways in areas where laws require
such systems to be provided in vehi.cles opera~ed on pub-
lic roads or highways.
As best seen in Figure 6C, the emergency brak-
ing system includes an actuating lever 450 which ïs pivot~
ally mounted in a rod 452 extending between the inner side
walls 44 of the T-shaped sub-frame 34. The upper end of
the actuating lever 450 is situated within reach of the
operator of the vehicle, while a lower end of the actuat-
ing lever 450 has one end of a connecting rod 454 coupled
thereto, an opposite end of the connecting rod 454 being
pivotally connected via a clevis arrangement 456 and a
pin 458 to the pivotally mounted bar 460. The bar 460
is pivoted at its inner end about ver~ically extending
pin 462, the lower end of the pin being secured to the
bottom wall 38 of the T-shaped sub-frame 34.
A pulley 464 is rotatably mounted in a
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horizontal plane about a pin 466, a lower end of the pin
466 being mounted in the bar 460 at a location between
the mounting pin 462 and the connection of the clevis 456
to the end of the bar. A cable 468 extends around the
pulley 464, opposite ends of the cable being pivotally
connected by means of connectors 470 and pins 472 to the
lower ends of brake arms 474 of a pair of pivotally mount-
ed brakes 476. Both brake arms 474 are pivotally mounted
on a laterally extending rod 478 mounted at opposite ends
thereof in the inner side walls of the T-shaped subframe.
Upper ends of the brake arms 474 support brake shoes 480
which can be pivoted into and out of contact with respec-
tive driven pulleys. Yhe brake arms 474 extend upwardly
between lower runs of adjacent V-belts such that the brake
shoes engage the driven pulleys at locations between up-
per and lower runs of the V-belts.
Actuation of the emergency braking system is
by means of the actuating lever 450 which, when pulled
rearwardly by the operator, pivots the actuating lever
about the rod 452, thereby advancing rod 454 in a for-
ward direction so~as to pivot ~he bar 460 about the pin
462, thereby drawing cables 468 forward and pivoting the
brake shoes into contact with the driven pulleys.
The vehicle according to the present invention
can also be utilized as an amphibious transporter or con-
tainer lighter as shown in Figures 14 to 16. As in the
case of the embodiment according to Figures 1 to 13, the
container lighter or amphibious transporter 500 employs
a flexible frame 502 including a pair of upper longitudin-
al frame members 504 and a pair of lower longitudinalframe members 506, the upper and lower longitudinal frame
members being interconnected by cross-brace members 508.
Ends of the upper and lower longitudinal frame members
504 and 506 are connected at corners of the frame to post
members 518 which support the drîve and suspension assem-
blies for the wheels 520 of the amphibious transporter
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500. The ends of the longitudinal frame members are
interconnected by an upper front rail member 510 and an
upper rear rail member 512 which are connec~ed to the
post members 518.
Lower front and rear rail members are not uti-
lized since a high ground clearnace is desired at pre-
ferably bo~h the front and rear of the transporter 500,
as best seen in Figure 16. The hïgh ground clearance
is provided in order to admit trucks and containers be-
neath the front and rear rail members 51Q and 512. Gus-
set plates 514 are provided between the front and rear
rail members and the post members, the gusset plates
being situated between adjacent flotation cells.
A plurality of flotation cells 522 are secured
in pairs to the side rail members 504 and 506, one flota-
tion cell being situated on each side of t~e side rail
mem~er, as seen in Figure 14. Each.flotation cell 522
has three points of attac~ment 524 to the upper and lower
frame sections, the points of attachment being spaced
apart in a triangular manner in side view, as seen in
Figure 15. By attaching the flotation cell 522 in this
manner, flexing of the frame 502 can occur without dis-
~ortion of the flotation cells, the degree of flexlng
along the length of the transporter being indicated in
phan~om in Figure 16. A pair of front flotation cells
526 extend forwardly of and are secured to the front
rail member 510 and front post members 518; and a pair
of rear flotation cells 528 extend rearwardly from and
are secured to the rear rail member 512 snd the rear
post members 518.
The flotation cells 522 are secured to th~
transport~r frame 502 by utilizing bolts or similar
fasteners 530 extending through adjacent vertical walls
of each pair of flotation cells and through the upper
and lower longitudinal frame members situated therebe-
tween. As best seen in Figure 14A, rubber or elastic
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pads 532 are situated between the outer surfaces of the
adjacent walls of the flotation cells and the frame mem-
ber situated therebetween, the rub~er or elastic pads
532 allowing for distortion of ~he frame relative to
the flotation cells, as well as providing a sealed joint
for the flotation cells.
A pair of winding drums or hoists 534 and 536
situated on either side of the amphibious transporter 500
adjacent the front end thereof effect raising of a front
end of a platform or other load 538 situated within the
space intermediate the flotation cells and the front and
rear rail members 510 and 512. A pair of drum complexes
54Q and 542 are situated on either side near the rear end
of the amphibious transporter 500 in order to lift the
rear end of the platform or load 538. T~.e drum complex
540 comprises a pair of spaced-apart aligned drums 544
and 546 which, when the load 538 is in position, are
locked together by means of a common shaft 548. Likewise,
the drum complex 542 comprises spaced-apart alîgned drums
550 and 552, which, when the load îs in position, are
locked by a second common shaft 554.
A cable 556, which has ~een wound around the
drums 552 and 546 several times and is locked thereto,
comes to rest taut under the drum~. Hoisting cables
558 and 560 (see Fig. 16), when positioned, are wound
so as to pass over drums 544 and 550 respective.ly. When
the shafts 548 and 554 are locked to their respective
drums, the sys~em is allowed to float. As a result,
flexing of the transporter 500 will cause more strain
to be placed alternately either on.ca~le 558 or 560, the
strain being transmitted through cable 556 by torque
through the load or platform 538. If cable 560 receives
the greater strain, cable.560 will ~e pulled down~ard,
unwinding a portion of the cable 560 from drum 550 and
thereby causing rotation of drum 550. Rotation of drum
550 torques shaft 554, causing shaft 554 and drum 552 to
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rotate. Rotation of drum 552 causes a por~ion of cable
556 to be wound therearound,simultaneously causing a cor-
responding amount of cable 556 to ~e unwound from drum
546, thereby rotating shaft 548 and drum 544 so as to
wind a portion of cable 558 around drum 544. This brings
the drum system to rest by equalizîng the torquing action
through.platform or container 538. T~is has the same ef-
fect as if the forward end of the load were suspended mid-
way between pairs of drums 540 and 542. In this manner,
heavier loads may be carri.ed with.greater stabilïty, and
at the corners where the platform or cargo boxes are
stressed to receive.th.e loads.
By employing the above four drum s~stems at
both ends o:E the transporter 500 and positioning locking
winding drums 570 and 572 at the center of the vehicle,
the longitudinal or swaying motion of thR load will be
generally one-half the mov~ment of t~e vehicle at one
end, and more than one container may be carried.
The solid line 566 illustrates the high ground
clearance of the transporter 500. With this arrangement,
and as noted above, the trans:porter can be loaded or un-
loaded by passing over the obJect to be carried, even if
it is upon a platform or truck. Likewise, since the
center is.clear between the frame and the flotation cells,
loads may be hoisted in or out of the vehicle whether it
is upon land or in the water. Further J recess openings
such as manholes are provided in the flotation cells 522
to facilitate entry to the cells and thereby permit thR
securîng thereof to the rail members of the frame. As
well, spaces a-e left between longitudinally adjacent
flotation cell~ to permit flexing of the frame and cells
without damage thereto~
As an alternative embodiment of the worm and
worm gear steering arrangement, it is possible to replace
the offset mounting of the worm gears by worm gear, each
having an irregular shape such as a segment of a heart
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shaped cam wi.th teeth which will result in equal turning
of the wh~els on both sides of the vehicle as 90 rotation
of the wheels is reached~
INDUSTRI~L APPLIC~BILITY
. _ .
The vehi.cle of this invention ïs admirably
suited for hi.tching tools., for pulling heavy loads ? for
use as a ~arm vehicle, for use in cran~erry bogs, rice
paddies and other flooded field agricultural applica-
tions as well as in forested areas due to its ~igh ground
clearanc~.
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