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Ferguson Design Features Revealed

16th December 1955
Page 49
Page 49, 16th December 1955 — Ferguson Design Features Revealed
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RECENT patents taken out by Harry Ferguson Research, Ltd., Abbotswood, Stow-on-the-Wold, Gins, reveal what may prove to be the basic design features of the Ferguson fourwheel-drive vehicle about which there has been so much speculation. It was generally surmised that hydraulics would figure prominently in the design, even to the extent of the principle being applied as a means for propulsion.

Although the proposed design, as revealed in the patents, is, in general, unconventional, the individual compo nents arc, in the main, of a familiar type. According to the piOent, the chassis frame will consist of a central tubular member, at the rear end of which is mounted (he engine and gearbox. As the engine overhangs the rear ;Ale assembly it is proposed to use a horizontally opposed four-cylinclered unit, which will drive forward to a constant-mesh gearbox, in which the gears have double-helical teeth to promote silence.

Both axles will be driven. through tinderslung worm gearing; in which the differential mechanism is incorporated within the worm wheel. The drive to the rear wheels is taken through independem shafts which are splined and provided with Hooke's. joints. The main drive-shaft to the front wheels is taken forward inside the tubular chassis member to a worm-drive and axle assembly similar to that employed at the rear.

Each half-shaft assembly is linked to upstanding members welded to the tubular chassis member, by a hydraulic damper, around which is a helical spring to provide the suspension means.

One of the outstanding features of the design is the braking system, in which a component of the multi-disc type is employed. This unit is mounted at the forward end where it can take full advantage of the on-coming air for cooling. Braking takes effect on the transmission through which all four wheels are braked simultaneously.

A double-acting free-wheel device is introduced in the transmission line and this not only allows the front wheels to overrun when the vehicle is being steered when running forward or in reverse, but it also provides for the front wheels being driven and the rear wheels being braked, if necessary, when the vehicle is being driven in reverse.

A somewhat unusual feature is the type of steering employed, in that each axle shaft assembly is caused to movc about its Hooke's joint, which is the pivotal point. Such a system can be criticized from the aspect of the inevitable tyre scrub which results, but both tyre scrub and the roll centre are to some extent modified by introducing radius rods with respective anchorage points on an extension of the chassis assembly and to the half-shaft casing.

Reverting to the gearbox, a change of ratio is obtained by moving a selector shaft, hcused within the tubular driyeshaft upon which the gears are mounted. On the selector shaft is a double-coned member, and as it is moved it contacts spring-loaded plungers which are thrust outwards to engage in suitable recesses formed in the gear wheels.

The absence of brake drums on the wheels means that the wheel bearings can be located on the centre line of the imposed load, an excellent point.

The patent refers to an alternative design in which the engine and gearbox unit is mounted in a forward position, but the general design of the other main component is basically similar to the rear-engine layout.

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