|Publication number||US1334382 A|
|Publication date||Mar 23, 1920|
|Filing date||Dec 18, 1916|
|Priority date||Dec 18, 1916|
|Publication number||US 1334382 A, US 1334382A, US-A-1334382, US1334382 A, US1334382A|
|Inventors||Kunz Edward L|
|Original Assignee||One Hand Auto Top Company Inc|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (1), Classifications (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
E. L. KUNZ. AUTOMATICALLY OPERABLE TOP FRAME.
APPLICATION FELED DEC-18.1916
1,334,382 Patented Mar.23,1920.
5 SHEETS-SHEET l- INVEHT'OR,
E. L. KUNZ.
AUTOMATICALLY OPERABLE TOP FRAME.
APPLICATION FILED DEQ.I8,1916. 1,33%,382. Patented Mar. 23, 1920.
5 SHEETS-SHEET 2- E. L. KUNZ. V AUTOMATICALLY OPERABLE TOP FRAME.
APPUCATION FILED DEC. 18, 1915- 1,334,382. Patented Mar. 23, 1920.
5 SHEETS SHEET 3.
(7 his warne E. L. KUNZ.
AUTOMATICALLY OPERABLE TOP FRAME. APPLICATION men 0501s, 1910.
5 SHEETS-SHEET 4.
INVENTOR W 'W 27 his ttnrnzy Pzitented Mar. 23, 1920.
E. L. KUNZ. AUTOMATICALLY OPERABLE TOP FRAME.
APPLICATION FILED DEC-18. IBIS- 1,334,382. Patented Mar. 23, 1920.
5 SHEETS-SHEET 5.
INVENTOR da a? Z7 (is agarii Q-M Cit "' STATES PATENT ()Fhlltlflt EDWARD L. KUNZ, OE. BUFIEALO, NEW YORK, A$EIGNOR TU ONE HAND AUTlZl TOP GOMPANTL'ING, OF BUFFALO, NEW YORK, A CORPORATION OF NEW AUTOMATICALLY-OPERABLE TOP-FRAME.
Application filed December 18, 1916.
To on. whom it may concern:
Be it known that I, Eowano L. KUNZ, a citizen of the United States, residing at liuli'alo, in the county ol? llirie and State ol? New York, have invented certain new and useful Improvements in Auto naticallyllperable 'lop-Frames; and I do hereby declare the following to be a full, clear, and exact description of said invention, such as will enable others skilled in the art to which it appcrtains to make and use the same, reference being had to the aecoinpanying drawings, and to figures of reference marked thereon, which form part oi. this specification. 7
Like figures of reference refer to like parts T his invention relates to top frames for vehicles, for land or sea, and particularly to that class of such frames, which are autoinatically operable.
One object of this invention is to provide a practical top frame oi economical. andv substantial construction whiz h will. be adaptable to the standard makes of bodies oil automobiles or motor boats.
another object is to provide top frame which can be operated to go up or down, by the agency of a small amount of power, whether it be manual. or otherwise, and especially power applied at a given point of operation.
.ltnother object is to provide a trussed construction, such as will act by the weight of the canvas or other material, which it may r-iupport, to hold the truss in its open posilion, when the top fully opened up.
Another object is to provide means in conneetion with a trnssed top construction, which will assist in overcoming the resistance oi? the dead weight of the top, when starting to raise it from its down position. Another object to provide a top frame construction which can be mounted directly on the outer parts of the vehicle body without embodying any of the operating mechanism within the sides thereof.
One embodiment of my invention is illustrated in detail in the accompanying drawings, which show the elements above referred to. Hereinafter the drawings are described, the operation of the parts is explained and what I claim is set forth.
Specification of Letters Patent.
Patented Mar. 23, 192
Serial No. 137,700.
In the drawings, Flgure 1 1s a side elevation of a vehicle body, having mounted thereon a top :l'ranie embodying my invention, in fall open position. i
Fig. 21s a side elevation of the rear part of said vehicle body showing said. ironic n down or folded position, and anchorml therein.
Fig. 3 is a sideelevation of the rear part of said vehicle body showing said frame in a sprung up position and in a hall? open dotted position. i
F 1g 4. is a sectional side elevation of one of the main arms, showing the gears, racks and chain connected with the sprockets.
Fig. 5 is a sectional front elevation oi? a pair of main arms, showing the racks and chains, besides the transmission shaft and. the cross rib connecting the arms.
Fig. 6 shows a crank having gear teeth out in one end, adapted to mesh with gearing operating the sprocket wheels and chain.
Fig. 7 is a top plan view of. said top "frame in open position.
Fig. 8. is a front eievation of one ol? the anchoring devices-a used in holding the 'lr; no down tight.
Fig. 9 is a side elevation of said anchoring device.
Fig. 1.0 is a perspective view of the lever arm and chain bar pivoted thereto, with the sliding link also pivoted to said chain bar and adapted to slide on said. chain bar.
Fig. 11, is a sectional elevation showing a. main arm in three positions.
Fi i2 is a sectional. elevation oi the less toning means used at the top of the windshield to secure the front end of the top frame.
Fig. 13 an elevation oi a sprocket wheel and chain, showing a locking device for holding the wheel.
In the figures, 1 is the vehicle body, having a wind-shield 2. Fixed on the rail 3, of said body 1, is a shaft 4i, having centered and fixed thereon, the gear 5 within the main arm 6, which is journaled with the fixed shaft 4. (The details of the mechanis1n, connected with the main arms 6, are better shown in Figs. 4t and 5.) In the upper end of the arm 6 is jonrnaled a lever arm gear 7. 8 and 9 are a pair of racks within the arm 6, in mesh with the fixed gear 5 and the turnable gear 7, the racks 8 and 9 are in sliding engagement with the arm 6 and within the same. J ournaled on the shaft 1 and within the arm 6, is the sprocket wheel 10. A sprocket wheel 11 is journaled within the upper part of the arm 6, and is connected with the sprocket wheel 10, by the continuous sprocket chain 12.
An ear link 13, in the chain 12, projects outside the arm 6. Pivoted to the ear 13 of the link 13, is the track 1 1, having an inside track ,14. The bar 14 is pivoted at 15 to the lever arm 16, fixed upon the gear 7. The leverarm 16 has pivoted to it at 17 the sliding link 18, which has its lower end in sliding engagement with the track bar 14. The remainder of the lazy tong set of links is composed of the following links: link 19 is pivoted at 20 to the end of the lever arm 16, and at 21 to the link 22, which is pivoted at 23 to the sliding link 18. Fixed upon the link 22, is the leaf spring 21-, having its free end 25 positioned to engage the link 27 in its closed position.
Pivoted to the link 19 at the point 26 is the link 27. A link 28 is pivoted at 29 to the link 22 and the links 27 and 28 are pivoted together at the point 30. Pivoted within a slot 31 in the end of the link 27, is the link A link 33 pivoted at 3-1 to the link 28 and pivoted at 35 to the link 32, completes the system of lazy tong links on one side of the body 1. A similar set of lazy tong links'is provided for the opposite side of the vehicle body and is connected with an arm similar to the arm 6. The links 1 1, 19 and 32 are each extended for each set of lazy tong links and are respectively connect ed across the body of the vehicle by the cross ribs14c",'1.9 and 32 A cross rib 6 connects'the arms 6. The sprocket wheels 11, in the upper end of each ofthe arms 6 are connected by a transmission shaft 12. Means for fastening the front parts of the links 32 with the wind-shield 2, consist of the spear ended post 36 occupying the hole 37, and the spring-pressed bolt 38 positioned to engage the post 36, and hold the link 32 in spring-locked engagement with the wind shield 2. Fig. 12 shows this fastening means in larger detail.)
To the rear of the arm 6 is shown an inclined arm 39, pivoted to the ear 10 on the arm 6. A spring 11, is adapted to open the angle between the arm 6 and, the arm 39. and is fastened to each of said arms. A flexible strap 42 fastened at 43 to therbody 1, is also fixed to the cross rib 39", the cross ribs 6 314:", 19' and 32". Other straps parallel to the strap 42 are also fixed to the cross ribs. A crank 44 is shown positioned to be in mesh with a gear 15 fixed to the sprocket wheel 10. Fastened to the link 32 by'the clip =16, is'the anchoring device 47,
which is pivoted to the link 32 by the swivel bracket 48.
In Fig. 2 the anchoring device 47 is shown in binding position, holding the links of the top frame down in a cramped folded position, compressing the springs 24 and -11.
Fig. 3 is described in connection with the operation of the top frame.
In Fig. 1 is shown a better view of the racks S and 9 meshing with the gears 5 and 7. The gear 5 being fixed.
In Fig. 5, the arm 6, on the left of the figure, is cut away to show the position 01 the rack 8, outside the chain 12. The chains in each arm 6 are nearer the center of the car, so that the sprocket wheels 11 can be connected more readily by the shaft 12. The meshing ot the crank 14 with the gear is also shown. The gear 45 is fixed to the sprocket wheel 10. The inner part of the lever arm 16 is shown between the upper part of the rack 8 and the chain 12; the lever arm 16 being fixed to the gear '7 (better shown in Fig. 1).
In Fig. 6, the end 44;" of the crank 14: is shown having teeth milled thereon.
In Fig. 7, the grouping of the parts of the members of the lazy tong construction for one side of the vehicle is shown with fragmental cross ribs and one of the -19, is shown in full lines, in a holding position, and is shown in dotted lines in a releasing position. The parts being so formed. that the tong 50 of the handle 50 has its point of contact with the bracket 4-9, out side of a line drawn from the pivot point 50 of said handle 50, and the pivot point 18 of the swivel bracket 18. In the dotted position, the contact point of the tongue 51 is shown inside oi a line drawn from the point 50" and the point 18".
In Fig. 10, the lever arm 16 is shown attached to the gear 7 and pivoted at 1:), to the double track bar 1 1, one of the wo n bers of which is broken away to expose the inner track portion 1 3 (being one of a pair of tracks). In sliding engagement with the track l i is the slotted stud 13, the outer end of which is slotted to engage the track portion corresponding to the track portion 14*, but not here shown. The sliding link 18 is here shown bifurcated to receive the lever arm 16, to which it is pivoted at the point 17. The track bar 11- is shown pivoted to the ear link 13.
In Fig. 11, the arm 6 is shown in full lines in a horizontal or down position. The relative positions of the racks 8 and 9, the lever arm 16 and the track bar 11, together with the ear 13 are shown. The dotted position of the arm 6 with the changed position of its parts, when it reaches the position mark 6 is shown at degrees from the down position or say half way up. The full up position of the arm (3 and its parts is shown at (3 in broken lines.
l ieferring to Fig. 12, the spear head 36 occupying the hole 37 in the front end of the link 32, is shown engaged by the springpressed bolt 38, adapted for reciprocation in the hole 38, and having a finger 38 extend in downward for releasing the engagement of the bolt 38 from the spear head 36, when pulling the bolt 38 against the action of the spring 38, to release the top frai'ne from the windshield.
Now, considering the operation of the top frame, assume that the said frame is folded down in the position shown in Fig. 2, having the anchoring device 17 in binding position, such as is shown in full lines in Figs. 8 and 9, so that as in Fig. 8, as shown in full lines, the contact point 51 of the tongue 51 with the bracket being outside the line of tension between the points and 4:8" forces the handle against the body in a locked position. Upon pulling the handle away from the body 1, the line of tension heinveen the points 4:8 and 50 is carried outside the contact point 51 of the tongue 51, with the bracket 4:9. The springs 2a and 11 are free to lift the weight of the top frame and fittings and the parts are sprung into the full. line position shown in Fig. 3, wherein the partial rotation of the arm 6 about the fixed gear 5 causes the raers S and 9 to more in opposite directions, rotating the gear 7 and increasing the angle between the lever bar 16 and the arm 6, pulling the track bar 1-1: up a little and moving the our link 13 upward on the arm 6. The spring 24: hearing against the link 27 helps spread the links so that when the crank is put in place to turn the gear 45 and the sprocket wheel. 10, it will be easy to continue the angular change in thelinks until the full open position of the parts, as shown in Fig. 1, is reached, and the front end of said frame is anchored down on the windshield, when tl spear head 36 enters the hole 37 and the said head slips by the bolt 38, which then engages the underside of the head 36 and holds the frame upon the wind shield 2.
In the position of the parts shown in Fig. and especially the relatively acute angle at which the lever arm 16 makes with the track bar 1.4L, without the means of the springs 41 and 2 1, an undue force must necessarily be applied in a disadvantageous way by means of the sprocket chain 12, forcing the ear link 13 to overcome this acute angle, in start ing the angular change of the links of the frame. In the full line position of the parts shown in Fig. 3, the angle of the members 141- and 16 is such as to permit of a reasonchaiir, to continue the angular movement of with providing the remaining spring 1s made strong enough to raise the parts to where it is practical to continue further with the use of the crank The angular changes effected by the use of the racks and gears with the lever arm is pivoted to the t 'ack bar 1d having the movement of one end of the track bar 14 confined to reciprocation in a line close to, and parallel with the arm 6, is brought out in Fig. 11. To begin with, the gear 5 is, and remains in a fixed. position, with reference to the body of the vehicle. In thehorizontal full line position of the arm 6 and parts,
the rack 8 is shown meshing with the gear 5 and is at the lower end of its course, within the arm 6, while the rack 9 is shown at the upper end of its course in said arm 6. The racks 8 and 9 are meshed with the gear 7 and the attached lever arm 16 is shown turned down close to the arm 6, as is likewise thetrack bar let pivoted thereto and pivoted to the car 13 of the ear link 13. As the arm 6 moves to the dotted position marked 6 the rack 8 rolling clockwise around the gear 5 moves up in its course within the arm (5, and the rack S) rolling aroiuid. the gear 5 moves down in its course within the arm (5 as much as the rack 8 move; upward. These opposite movements-s of the racks 8 and 9 rotate the gear 7 in mesh with them and journaled upon the arm 6. The rotation of the gear 7 and its attached lever arm 16 is cou ter-clockwisc, with reference to the arm 6. 1
By the continued movement of the arm 6 to an upright position shown in broken lines at 6, the 'acks 8 and 9 continue to roll around the fixed gear 5, until the rack 8 has reached. its upmost position in its course and the rack 5-) has reached. its d'ownmost position in its course within the arm 6 and the gear '7 has been further rotated, bringing the lever arm 16 nearer a right angle position with the arm 6 and dragging the track bar 14, with it, so that the ear link 13 is moved upward on the arm 6. The operation of the arm and parts connected therewith and just described for Fig. 11 is what niight be called negative to what really happens in the operation in practice, for the prime mover of the parts in question is the ear link 13 rather than. the arm 6. As the ear link 13 moves up on the arm 6, the track bar 1 1 pushes 011 the lever arm 16 raising the same with reference to the arm 6, causing the gear 7 to rotate counter-clockwise and producing opposite movements in the racks able force, when applied to the sprocket 8 and 9 effect, by their meshing with the gear 5 a rotation of the arm 6, in which said racks 8 and 9 are confined to reciprocate guiding channels.
While the arm 6 is shown as having passed through 90 degrees and the gears 5 and 7 are equal, theoret cally there should be a90 degree change in the position of the lever arm 16, with reference to the axis or the arm 6,.but on account of the back lash in the gearing some angular motion is lost and the lever bar 16 turns less than 90 degrees between horizontal and vertical positions of the arm 6.
I do not wish to be confined to the one embodiment of my invention illustrated and herein described as changes therein may .be made without departing from the spirit .track link, a sliding link pivoted to said lever arm link and having one end slidably engaged with said track link, and a set of pairs of pivoted links forming a lazy tong, pivoted to the lever arm links and to the slidable link adapted to be opened and closed by the sliding movement of said reciprocat ing means on said arms.
2. In a topframe, for supporting a cover over the body of a vehicle, supporting means fixed to said body on opposite sides thereof, a pair of supporting arms pivoted to said supporting means, a cross member rigidly connecting the swinging ends of said arms, sprocket wheels journaled in each end of each arm, a sprocket chain on each arm in mesh with the sprocket wheels journaled in the ends thereof, a shaft fixed at, each end to the sprocket wheel in the swinging end of each arm, a lazy tong set of links projecting from each of said arms in the same direction, one of each set of links being pivoted on an arm which it adjoins, another of each set of links being pivoted with said sprocket chain in each arm, a gear fixed on each of said supporting means and positioned in the lower end of each arm to have its axis coincident with that of oscillation of the said arm, a second gear of the same size as that of the first mentioned gear, positioned in the upper end of each arm and fixed to the link of the lazy tongs which is pivoted to said arm, a pair of straight racks including said gears between the parts of said pair, positioned for reciprocation on each of said arms, and other means for supporting said cover in connection with said lazy tongs.
3. In a top frame, adapted to support a cover above the body of a vehicle, supporting means on said body, a swinging arm journaled upon said supporting means, a gear fixed upon said supporting means hav ing its axis common to that of oscillation of said arm, a similar gear journaled in the swinging end of said arm, a pair of reciprocating racks slidingly engaging said arm in the length thereof and including said gears in mesh between its members, a link member fixed to the gear journaled in the swinging end of said arm, a second link member piroted to the first link member at a distance from said arm, and also in slidim engagement with said arm, and means 101' reciprocating said. second link upon said arm to effect a turning movement of said first named link on said arm to turn the gear fixed thereon and cause said racks to move in opposite directions and move about the gear fixed to said supporting means to effect an angular movement of said arm, and means connected with said links to support a cover over said body.
l. I11 a top frame mounted upon the body of a vehicle, a shaft fixed upon said body, a gear fixed on said shaft, a main arm journaled upon said shaft and positioned to revolve about said fixed gear, a second gear journaled upon said main arm and spaced from said fixed gear, a .rack member in mesh with both gears and confined on said main arm, to reciprocate within a fixed path thereon, a lever arm fixed to said second gear, sliding means on said main arm, adapted to move longitudlnally in a fixed path thereon, to which it is held, a bar pivoted to said sliding means and also pivoted to said lever arm, and other means for moving said sliding means, whereby a movement of said sliding means causes an angular change in the said lever arm, with. respect to said bar and said main arm, and said sec 0nd gear, which in turn moves said rack and causes said main arm to turn on said shaft.
Buffalo, N. Y., December 9, 1916.
EDWVARI) L. KUNZ.
Witnesses FRED. DOBMEIER, Lonmvzo D. COLLINS.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US5944375 *||Aug 27, 1997||Aug 31, 1999||Daimler-Benz Aktiengesellschaft||Movable roof construction for an open passenger car|
|U.S. Classification||296/117, 296/120.1|
|International Classification||B60J7/08, B60J7/12|