|Publication number||US2407007 A|
|Publication date||Sep 3, 1946|
|Filing date||Mar 27, 1944|
|Priority date||Mar 27, 1944|
|Publication number||US 2407007 A, US 2407007A, US-A-2407007, US2407007 A, US2407007A|
|Original Assignee||North American Aviation Inc|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (19), Classifications (16)|
|External Links: USPTO, USPTO Assignment, Espacenet|
K. HENRlcHsEN "2,407,1)07 1 ARTIGULATED Bus sept. 3, 1946.--
Filed March 27, 1944 4 sheets-snaai` 1' N INVETOR Knu Henri/:'-zsan "BY www im N1 gv.. vv J my w A ii ar'nEy Sept- 3 946 K. HENRlcHsEN 2,407,007
ARTIGULATED Bus Filed Maron 2v, 1944 4 sheets-sheet 2 Knuf Hem-@E775 gn INVENroR.
Sept. 3, 1946. K. HENRICHSEN ARTICULATED BUS Filed March 27, 1944 4 sheets-sheet 5 y N mmm Knuf Henraherz M04 mw TToRn/Ey.
Sept.. 3, 1946. K. HENRlcHsEN ARTICULATED BUS Filed March 27, 1944 4 sheets-Slis@ 4 'inl-155111' BY ATTa/ENEV.
Patented Sept. 3, 1946 UNITED STATES PATENT oFFlcE Knut Henrchsen, Los Angeles,` `Ga'lifgassignorV to North American Aviation, Inc.
Application March 27, 1944, serial No. 528,205
3v Claims. l
My invention relates to an articulatedl bus, and has for its principal object to provide effective and efcient means for'steering same.`
Another object of the invention is to provide an arrangement of the ground wheelsfor conveniently steering a bus of such character.
A further object is to provide means for applying a steering force around the pivotal connection for sections of an articulatedV bus.
Still other objects arel to provide an operators compartment without occupying space on the level of the passengers compartment, and to provide protected 'foot-room a-t the forward end of the rear section. Y
My invention also has Vfor its objects to provide such means that are positive in operation,` convenient in use, easily installed in a working position andY easily disconnected therefrom, economical of manufacture, relatively simple, ano` of general superiority and serviceability.
The invention also comprises novel details of construction and novel `combinations and arrangements of parts, which will ymore fully appear in the course of the following description. However, the drawings merely show and the following description merely describes one embodiment of the present invention, which is given by way of illustration or example only.
In the drawings, like reference characters designate similar parts in the several views.
Fig. l is an elevational View of a xbus embodying the foregoing objects.
Fig. 2 is an underneath View of said embodiment, and showing the sections in a position for making a turn.
Fig. 3 is a transverse section taken on the line 3-3 oi Fig. 1.
Fig. 4 is a front elevation, partly broken away, of said embodiment.
Fig. 5 is an enlargedjsection taken on the line 55 of Fig. 2, looking in the direction of the arrows.
Fig. l1 is a sectional view taken on the line ll-l L of Fig. 12.
Fig. 12 is a sectional view taken on the line I2-I2 of Fig. 10. V
Fig. 13 is a diagrammatic View of stillfurther operating mechanism comprised-in the invention.
Referring more in detail to the drawings, the
reference numbers E andV ii `generally designate `sections of an articulated bus. The sections have upper -clevis and eye4 members 1- and 8 connected by a Vertical, upper king bolt 9, and lower clevisV and eye members l0 and ll `connected by alower king bolt l2 that is vertically alined with the upper king bolt 9.
rI he front section 5 has a cab I3 mounted at the top fthereof. The cab has a front window i inclinedvforwardly and vupwardly tominimize reflections from lights inside the bus and from headlights `of following vehicles. The cab E3 also has a curved, streamlined, rear window l5 that extends forward a short distance at the sides ofthe cab. A suitable windshield wiper l5 may be arranged for use upon the front window l. Rear view mirrors IT and' |18 may be provided at opposite sides of the cab. A front bumper is is mounted upon the front of the head section 5, and a `rear bumper' is arrangedat theback end of the rearsection 5. Moreover, suitable head lights '2l areutilized.
AThe sections Band 6 have obtuse-angled ends 22 and- 23' racing each other. Flexible bellows means 24' and v25` close the open sides between 'said' ends 22 and- 23.
An important feature of the invention is the use of steering means that operates around the axis of theking bolts 9 and I2. This means comprises a pair of hydraulic .cylinders 25 and 2? that are pivotally mounted on one ofthe sections, as suggested at 28. Hollow piston rods and 3l), which reciprocate Vin the cylinders, are in turn pivotally connected with` the opposite section. as shown at3l.
The 'cab I3 has `a suitable drivers seat 32 and` the body sections have suitable passengers seats. 33'. Windows 34 are arranged along the sides and windows 35 aroundv the front of the bus. The aisleV 3ft` between the rows of seats extends lengthwise of both sections. Elongated gas tanks El may be arranged'` under the floors of the aisles. Luggage compartments 38- are shown under the seats 33. Doors 39" normally' close the compartments 38. The doors V39 may be swung from their full line positions `to their broken line positionsin Fig. 3, to admit luggage to the compartments, and thereafter closed for transit. Overhead racksy 40 may also be provided inside the sections, over the seats.
Two pairs of laterally alined, ground wheels 4l are `arranged under each section as best Ishown in Fig. 2. Each two pair are driven from respective differentials 42, which init-.urn are driven by motors #l3- through the intermediary of transmissions 44 and' universal joints 45. The motors are rpreferably of a flat type, sometimes called pancake motors, in order to house them be'- neath the passenger compartments.
In order to provide foot `room for the front seats in the rear section, protruding enclosure members 46 are provided, the floors of which are at approximately the floor level of the rear section. One of these enclosure members protrudes forward from each slanting face of the end 22, at opposite sides of the aXis of the king bolts 9 and I2.
Arranged on the 'slanting faces of the end 23, in order to receive the protruding enclosure members 46, are socket members 41. Thus as the present bus turns a corner, the -protruding member 46 on the inner side of the curve rests in the opposite socket member 41.
One of the sections has a lip 48 that has a shouldered part 49 which extends towards the other section. The lip 48 swings in a horizontal plane as the bus turns a corner. A plate 50 overhangs the shouldered part 49. The lip provides a platform between the sections in all relative positions of the bus sections. The sections 5 and 6 have doorways 5| and 52 respectively facing each other, for passengers to move from one section to the other.
The hydraulic steering circuit is illustrated in Fig. 10. It comprises a reservoir 53 from which liquid is drawn by a pump 54. A ilexible line 55 and its branch line |06 supply liquid under pressure from the pump 54 to follow-up valves 56 and 84, whose housings 13 and 85 are mounted to swing about the axes 14 and 86 of pivoted vanes 15 and |02 in the housings 13 and 85 respectively. The housings 13 and 85 are connected with flexible inlet conduits 58 and 88 and with flexible outlet conduits 59 and 89. The inlet conduits 58 and B8 connect with inlet passages 60 and 9| in the hollow piston rods 30 and 29 respectively, while the outlet conduits 59 and 89 connect with outlet passages 6| and 92 in the piston rods 30 and 29 respectively. It is to be understood that the passages 60 and 6| connect with opposite sides of the piston 51 within the cylinder 21, and that the passages 9| and 92 connect with the opposite sides of the piston 90 within the cylinder 26. The conduits 58, 59, 88 and 89 are exble to permit the swinging movements of the valve housings 13 and 85 and of the piston rods 29 and 30 and cylinders 26 and 21.
Return conduits 62 and 93 connect the valves 56 and 84 with a common return 94 leading back to the reservoir 53. Control means for the valves includes a sprocket 63 on the steering post 64 of the bus. A steering wheel is indicated at 65. One end of a chain 66 around the sprocket connects with a cable 61 that is fastened to an end 69 of a lever 1| that is also mounted to swing around the axis 14. The other end of the chain is connected with a cable 66 that is fastened to the other end 10 of the lever 1|. Cables 95 and 96 are clamped to the cables 61 and 68 respectively, as suggested at 91 and 98, by any suitable means. The cables 95 and 96 in turn are connected with tips 99 and |00 of a lever |0| that is mounted to swing around the axis 86. Connected with the levers 1| and |0| respectively and mounted to rotate within the housings 13 and 85 are vanes 15 and |02 that are in fluid-tight engagement with the cylindrical, inner faces of the housings 13 and 85.
A depending arm 12 and an upstanding arm |03 of the housings 13 and 85 respectively connect with the cylinders 21 and 26 by means of connecting rods 16 and |04 whose ends are pivotally connected with lugs 11 and |05 on the cylinders 21 and 26. Thus the arms 12 and |03 follow movements of cylinders 26 and 21, when the latter are mounted on the same section of the ders and' their connecting elements.
4 bus, and the levers 1| and |0| and their controlled vanes 15 and |02 respond to the operation of the steering wheel 65.
A by-pass 18 connects the outlet conduit 55 with pipe 94 leading back into the reservoir. A pressure regulated unloader valve 19 of conventional construction permits ilow of fluid through the by-pass 18 when the pump 54 builds up the pressure to a predetermined degree in the line 55, thus short-circuiting the valves, the cylin- The unloader valve 19 provides constant pressure by allowing the hydraulic fluid to circulate freely when none 0f the units requires power.
In Fig. 13, gear shift rods and 8| operate the front and rear transmissions respectively. Suitable linkage 82 operates the rods 80 and 8| from a gear shift lever 83 on the steering post 64. Detailed illustration of the construction and a detailed description of the operation of such linkage is believed unnecessary for those skilled in the art, and, moreover, the details thereof do not per se constitute the present invention.
In the operation of my present construction, it is to be understood that the ground wheels 4I are driven by the engines 43 in the respective sections of the bus. There is unitary control of both transmissions 44 by means of the single gear shift lever 83. It is also believed clear without further illustration, that the carburetors for` the two engines may be controlled by a single, operator-controlled accelerator.
The steering wheel 65 is not directly connected with the front wheels of the present construction, as in the case of conventional bus construction. The steering wheel 65 controls the cables, which in turn operate the vanes 15 and 02 of the Valves. In Fig. 10, the full line positions of the vanes 15 and i 02 maintain the bus sections in their same relative positions, such as when the bus is proceeding straight ahead; in other words, the vane edge, as shown in said figure, abut the inlet and outlet ports, within the valves, of the conduits 55, 62, |06 and 93 that connect with the fluid supply and with the return to the reservoir. All flow through the valves is thereby stopped and the bus sections are locked in their relative positions.
When it is desired to turn the bus, the steering wheel is turned, say, clockwise in Fig. 10. This movement will draw cables 61 and 95 toward the steering post 64, thus lifting the lever ends 69 and 99 upwardly and move the vanes 15 and |02. A corresponding reverse operation of the cables 68 and 96 causes the lever ends 10 and |00 to swing downward and move the vanes to full line position in said figure. This movement of the levers 1| and Itl in a clockwise direction, in Fig. 10, is transmitted to the vanes 15 and |82, which are also moved in a clockwise direction, such as to a position indicated in broken lines in that ligure.
In the broken line position cf vane 15, pressure fluid from the pump 54 passes through the valve housing 56 from the conduit 55 to conduit 58. This supplies pressure to the chamber |01 in the cylinder 21. Pressure from the other side of the piston 51 flows out through the passage 6|, through conduit 59, through the valve housing 13 to outlet pipe 62 and back t0 the reservoir 53 for liquid or other iiuid. rThis causes the piston rod 30 and cylinder 21 to be pushed outwardly with respect to each other, thus thrusting the bus sections at an acute angle to each other (such as shown in broken lines in Fig. 2)
At the same time and to aid in this angular movement, the pressure is being introduced into the valve housing 85 through `the conduit |06. The fluid passing through the housing is transmitted by the conduit it to the passage 9| in the piston rod 2S. Since the fluid is thereby introduced into the chamber |38 in the cylinder 26, the piston rod 29 and cylinder 26 are moved together, the piston moving to the left in Fig. 10. To allow this movement, the pressure in the chamber 109 is exhausted through passage 92, conduit B9, valve housing 85, outlet conduits 93 and 94 back to the reservoir.
Thus there are push and pull movements upon the bus sections, by means of the piston and cylinder means, in order to turn a corner with the bus. Of course, the operation is just the reverse in order to turn lthe bus the opposite direction.
It will be noted that a follow-up type of valve is used for the valves 56 and 84. That is, relative movements of the bus sections are transmitted back to the valve housings by means of the connecting rods l@ and loll. For instance, as the piston rod 30 is being pushed outwardly from the cylinder 2l, the housing 13 follows around clockwise, in Fig. 10, to shut off the flow of fluid through the valve housing. Simultaneously, the housing 85 is moving clockwise, in Fig. 10, because the cylinder 26 and piston rod 29 are moving together in telescoping relation. Thus the housing 85 moves to shut on the flow of fluid therethrough. Because of th'ese arrangements, continuous rotation of the steering wheel is necessary to continue turning movements. When rotation of the steering wheel is stopped, the arrangement of the bus sections are frozen with respect to each other. To straighten out the bus, continuous rotation of the steering wh'eel is necessary in a reverse direction, until the bus sections reach their desired relationship. That is to say, steering the present fluid-controlled mechanism simulates a mechanical control on an ordinary motor vehicle.
It is to be understood that by non-rotatable axes in the hereto appended claims is meant that the axes of the road wheels do not rotate substantially about vertical axes. Of course, it is believed clear without further illustration that conventional springs may be interposed between the body sections and the axles for the road wheels without rendering the axes of the road wheels what is here meant by rotatable In other words, in the hereunto appended claimsl the axes of the road wheels are not considered rotatable even though springs support the body sections upon the axles of the ground wheels.
While I have illustrated and described what I now regard as the preferred embodiment of my invention, the construction is, of course, subject to modifications without departing from the spirit and scope of my invention. I, therefore, do not wish to restrict myself to the particular form of construction illustrated and described, but desire to avail myself of all modications that may fall within the scope of the appended claims.
Having thus described my invention, what I claim and desire to secure by Letters Patent is:
1. In an articulated vehicle wherein at least two sections are interconnected together by a single pivotal connection located substantially at th'e longitudinal centerline of the sections, and wherein each section is supported on a pair` of wheels, steering means for vehicle including an actuating device interconnecting each of the respective sections and effective to change the angularity of the sections relative to each other in accordance with the selected direction of travel for the vehicle, including cylinder and piston elements interconnecting said sections, the cylinder being operatively connected to one of said sections and the piston to the other said section, a fluid pressure supply source, a valve mechanism including valve members, shafts on which said valves are mounted, housings enclosing said valve members and rotatably mounted on shafts for movement relative to said valve members, arms on said housings, rods connecting said arms and cylinder elements, flexible iluid supply and eX- haust lines connecting said fluid pressure supply source with said piston elements, a. hand wheel, and means controllable by movement of said hand wheel to operate said valve members independently of said housings to supply iiuid pressure to said pistons and move one section of the vehicle relatively to the other, said housings being moveable by said cylinders independently of said valve members to shut off the supply of fluid pressure to said pistons.
2. In an articulated vehicle wherein at least two sections are interconnected together by a single pivotal connection located substantially at the longitudinal centerline of the sections, and wherein each section is supported on a pair of wheels, steering means for the vehicle including actuating devices interconnecting each of the respective sections and effective to change the angularity of the sections relative to each other in accordance with the selected direction of travel, including cylinder and piston elements interconnecting said sections, the cylinder being pivotally connected to one of said sections and the piston to the other of said sections, a iluid pressure supply source, and a valve mechanism including a moveable valve member and a moveable housing, manually operated means for moving the valve member to control the supply of huid pressure to the respective pistons, and means for moving the valve housing in response to movement of the sections relative to each other so as to cut off the supply of fluid pressure to the pistons wh'ereby continuous movement of the valve member is required for a continuous supply of fluid t0 the respective pistons.
3. In an articulated vehicle wherein at least two sections are interconnected together by a single pivotal connection located substantially at the longitudinal centerline of the sections, and wherein each section is supported on a pair of wheels, steering means for the vehicle including actuating devices interconnecting each of the respective sections and effective to change the angularity of the sections relative to each other in accordance with the selected direction of travel, including cylinder and piston elements interconnecting such sections, the cylinder being operatively connected to one of said sections and the piston being operatively connected to the other of said sections, a fluid pressure supply source, and a valve mechanism including a moveable valve member and a housing, manual means for operating said valve member to supply fluid pressure to the pistons, and means acting in respense to the relative movement of the sections for moving the valve housing to offset the movement of said valve member by the manually operated means.
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|U.S. Classification||180/420, 280/403, 296/178, 280/DIG.900, 280/460.1, 180/69.6, 105/18, 180/89.19, 180/12, 280/7, 280/468, 180/315|
|Cooperative Classification||Y10S280/09, B60D5/00|