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TRAILER 'UPPING BY TRACTOR POWER

20th January 1925
Page 30
Page 30, 20th January 1925 — TRAILER 'UPPING BY TRACTOR POWER
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Which of the following most accurately describes the problem?

A Résumé of Recently Published Patent Specifications.

WHAT appears to be a very simple and practicable invention is described in specification No. 226,083, of S. J. Boys. This plan is described as being particularly applicable to twowheel trailers, but we see DO reason why it might not, with certain alterations, be made applicable to four-wheel trailers. As shown, the pull-bar is telescopic, the front part sliding inside the rear portion. The rear portion is hinged to part of the body above the axle, the hinge being such as to admit vertical motion of the pull-bar only. Attached to the front part of the pull-bar is a link (A) which, when the wheels are scotched or prevented from turning by means of a brake, and the tractor vehicle is backed, causes the body to tip, and when forward movement is resumed, to come back to its original position. Guides (B) span the pull-bar as shown, which ensures rigidity when running. Holes for a locking-pin are arranged at different distances, as shown at (C), so that the trailer can be fixed at any required angle. A further development describes a wire rope which is attached to the sliding portion of the pull-bar, the other end of which can be attached to any heavy article, so that the action of withdrawing the sliding bar has the effect of pulling an article on to the rear end of the platform, where it can be raised by the action of restoring the trailer to its original position. Lockine.' the trailer to its pull-bar is effected by means of a pin which can be inserted through the guides at (D).

Still Another Automatic Variable Gear.

IT is obvious that many brains are

at work on attempts, more or less promising, to solve the problem of the automatically variable gear. The latest addition to the list is that described in specification No. 223,920, of J. Johnstone. In this specification a gear is described, as in the illustration, which has an outer non-revolving . case, and an inner case, or frame, which carries the three radially placed shafts down. Bevel gears transmit motion to the shaft (A), which, by means of its eccentric gearwheel (B), transmits an uneven rotary motion to the ihteqnediate wheel (C) (which runs freely on its shaft) to the gearwheel (D) which is keyed to its shaft. At the other end of this shaft is keyed a concentric gearwheel, which couples up at even speed the two radially placed shafts on the right (E and P). It will be seen that both these shafts have keyed to their outer ends bosses which carry unmenly disposed weights. These

weights are oppositely disposed to each other, those at one end being farthest apart, whilst those at the opposite end are at their nearest to each other.

There is no positive gear connection between the driving and the driven shafts, all intermediate gearing being free to revolve, so that at low speeds of the driving shaft there will be no power transmitted to the driven shaft. Owing to the jerky rotary movement of the shafts (E and F), produced by the eccentric gears employed, the weights are being continually jerked apart and towards each other.

This movement, if continued rapidly, sets up a retarding effect, and induces the driven shaft to revolve with the driver. The specification refers to centrifugal force set up by the weights revolving around the main axis, but it is not clear that this would be the case, as these weights, revolving as they do, would not have this effect.. The gears (B, C and D) are described as being elliptical, but. the section shown is that of eccentric wheels..

A New Type of Roller Bearing. THE roller bearing described in the

specification of Lingo Drotschmann, of Zurich, No. 226,043, is intended to take the double load of journal and endthrust. Usually, bearings in which parallel rollers have been used have had a groove or race formed in one of the rings, whilst the other ring has been without a groove. The reason for this is that there has been no very convenient method devised by which rollers could be introduced into a bearing with grooves in both inner and miter members without breaking the continuity of the flange forming -the groove or race. The method adopted in this case is to form the roller of two canal parts which lie side by side when working in the bearing, thus forming an abutment from flange to flange, which, it is claimed, will take up end-thrust load. The method by which the rollers are introduced is very ingenious. The lefthand upper view shows the introduction of a single roller., The small groove in the centre of the roller track allows the roller to be brought to an upright position by slightly springing the outer ring out of the true circle. By this means one set of rollers is introduced, all being pushed to one side of the roller track. When one set of rollers is complete and in place, a gap is formed between two of the rollers by pressing the remainder together so that the gaps which separate them when working no longer exist, but give place to the one large gap which represents the sum of the number of gaps necessary for clearance between rollers.

The large gap thus formed allows the rollers of the second row to be introduced one by one, then straightened up and each one pushed along its track. Each roller of the second set is introduced by this method, and, when the full number has been put into the bearing, they are properly spaced so that they lie side by side, each pair acting as one broad roller. They are held in this order by a cage of ordinary pattern.

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Locations: Zurich

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