A ROPE SUSPENSION SYSTEM.
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A Resume of Recently Published Patents.
Further developments of the rope suspensiona .r.ystam1e.ehich was recently described in, these columnatare indicated in patent specification No"' 159,622. It may be recalled/ that thisesuspension consisted of a practically endless rope, passing cornpletelyttrodnd the chassis.
The present design goes still further.
It is apparently particularly intended for use in connection with commercial vehicle. In fact, the outlined chassis which illustrates the specification is clearly that of a Leyfend. The design permits not only of the adjustment of the tension of the rope in accordance with varying loads, but? if to the adjustment is added a suitably calibrated scale, it is passible to weigh the load on the chaseis at the same time as the necessary adjustment to the tension of the suspension rope is made. This rope is actually, in this case, endless. The tension is applied by an exterior spring, and it is in respect of the method of application of this tension that the present patent would appear to be justified. An additional pulley is inserted over and abovF, those ordinarily necessary to maintain the rope and provide a suitable connection., between chaseie and axle. This pulley is carried at the end of a lever, which at its other end is pivoted to the frame. A movable yoke slide to and fro upon theelever. The yoke is indirectly connected to the tension-spring, and the position of the yoke itself on the lever is adjustable by means of a hand wheel and screw. It will be gathered that the nearer the yoke to the pulley end of the lever the greater the effect.of the teneion spring or the greater the actual tension in the suspension rope. There is, therefore, at once provided the necessary means of adjusting the suspension in accordance with the load which actually is carried. Between the yoke on the lever and the tensioneprog, however, a further device is fitted,consisting of a cam and pulley, mothrted together on a bracket attached to the frame. The rope leading from the yoke on the lever is taken round the cam and attached thereto; the rope from the spring is attached to the pulley. The shape of the cane may naturally be varied
n32 to suit the requirements, so that it is possible either to arrange that, whatever may be the actual tension of the controlling spring, its effect on the yoke of the lever is constant.
A suitable scale attached t,o the lever and properly calibrated would indicate, according to the position of the yoke, for
Trailer Design.
An important point in connection with trailer design, and one which will become increasingly important if the legal speeds of heavy motor vehicles with trailers are increased, is the degree of accuracy with which the wheels of the trailer follow those of the tractor or hauling machine. Various methods of improving upon this accuracy have been devised from time to time yet another of them is described in specification. No. 159,655 by A. Amato. In the specifi cat'on two types of steering axle are described in connection with these intproe-ernenta ; one in which the two, wheels of each tractor axle are mounted on a turn-table, the other in which each wheel is carried on a stub axle, the steering gear being of that type which is familiarly known as Ackerman. It will be sufficient if we eonfine ourselves to the latter, bearing in nand that the principle is the same in both cases. The connection for the tractor hitch or drawbar is a pivoted bracket, which is attire
ally a five-arm lever, ttvo of. the arms projecting towards the tractor and, receiving the rear ends of the usual triangular hitch; two others project righte and left of the piVet, and the third pro-. jects, to the inner side, but diagonally. ' A eimilar bracket, opposite-handed, is . mounted at the opposite end of the trailer, and the two right and left levers on the one bracket are coupled to the corresponding lever and right levers on the second. The fifth arm, that one which takes the diagonal direction, is coupled in each to the Ackerman steer, fag gear on the corresponding axle. The arrangement will be more clearly understood if if reference be made to the accompanying illustration. It Will be realized that all four wheels of the trailer steer, that they are all interconnected, and that their movement is controlled by that of the drawbar or hitch. By suitable proportioning of the length of the hitch and the various coupling rode and levers, accuracy of tracking may he effected,
Other Patents of Interest.
.M. Birkigt describes in No. 156,062 a method of supporting the socket for the ball end of the torque tube, He fits the sockets with trunnions carried in ball hearings.
E. H. Bramwell suspends a chain mat just inside each wheel of his motor vehicle so that the end of the mats drag on the ground. The idea is that, if the car skids sideways one of the skidding tyres will tread on the mat, which will prevent it from continuing its skid. The specification is numbered 1595605.
The principal merit of the magneto impulse starter, which is described by J. R. M. Stanfield under specification No. 159,607 appears to be its simplicity. W. E. Martin has patented. a self-lift cultivator, which he describes under. specification No. 159,636. Another'arrangement of rapidly adjustable plough hitch is described be T. J. E. Roberts in No. 159.637. The adjustment is lateral and is controlled by
a hand lever, working over a quadrant. It operates by sliding the hitch along a horizontal bar mounted at the front of the implement. ; A. C. Ticehurst provides a. bracket en the wheel hub, to which splashguards oi mudguards may be attached. It consists of a. double concentric ring. The. inner one is attached to the wheel ',spindle, the outer one to the guard. Between.the two may be disposed either a series'of springs or a rubber buffer. The specification is numbered 159,642.