Toy vehicle with power steering

Nov. 22, 1966 r. j. lohr

3,286,397

TOY VEHICLE WITH POWER STEERING

Filed June 4, 1963

Sheets-Sheet 1

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ATTORNEYS'

Nov. 22, 1966

3,286,397

R. J. LOHR

TOY VEHICLE WITH POWER STEERING

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ATTORNEYS

Nov. 22, 1966

R. J. LOHR

3,286,397

TOY VEHICLE WITH POWER STEERING

Filed June 4, 1963

Sheets-Sheet 3

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Nov. 22, 1966

3,286,397

R. J. LOHR

TOY VEHICLE WITH POWER STEERING

Filed June 4, 1963

Sheets-Sheet 4

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INVENTOR.

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ATTORNEYS

United States Patent Office

3,286,397

Patented Nov. 22, 1966

3,286,397

TOY VEHICLE WITH POWER STEERING Raymond J. Lohr, Erie, Pa., assignor to Louis Marx &amp; Co., Inc., New York, N.Y., a corporation of New York

Filed June 4,1963, Ser. No. 285,278

Claims. (CI. 46—244)

This invention relates generally to toy vehicles, and is especially concerned with a unique construction affording power steering in a wheeled toy.

It is an important object of the present invention to provide in a toy wheeled vehicle actual power steering which accurately simulates power steering present in fullsize vehicles.

It is another object of the present invention to provide power steering in a toy vehicle which may be simply, safely and effectively operated by small children, without training or assistance, so as to cause immediate and long-lasting interest and total absorption of a user’s attention.

It is another object of the present invention to provide a power-steering construction for use in toy wheeled vehicles, which is simple and durable in structure, entirely reliable and long-lasting in operation, and which can be economically manufactured for sale at a reasonable price.

Other objects of the present invention will become apparent upon reading the following specification and referring to the accompanying drawings, which form a material part of this disclosure.

The invention accordingly consists in the features of construction, combinations of elements, and arrangements of parts, which will be exemplified in the construction hereinafter described, and of which the scope will be indicated by the appended claims.

In the drawings:

FIG. 1 is a side elevational view showing a wheeled vehicle constructed in accordance with the teachings of the present invention, certain parts being shown in phantom and section for clarity of understanding;

FIG. 2 is an enlarged sectional elevational view taken substantially along the line 2—2 of FIG. 1, partly broken away for conservation of drawing space;

FIG. 3 is a partial, horizontal sectional view taken generally along the line 3—3 of FIG. 2;

FIG. 4 is a partial longitudinal sectional elevational view taken generally along the line 4—4 of FIG. 3;

FIG. 5 is a partial horizontal sectional view taken generally along the line 5—5 of FIG. 2;

FIG. 6 is a sectional elevational view taken generally along the line 6—6 of FIG. 5;

FIG. 7 is a fragmentary sectional elevational view taken generally along the line 7—7 of FIG. 6;

FIG. 8 is a schematic representation of the electrical system of the instant invention;

FIG. 9 is a sectional view on an enlarged scale taken on the line 9—9 of FIG. 5 illustrating a slightly modified embodiment of the present invention; and

FIG. 10 is an exploded perspective view of the components of the slip clutch shown in FIG. 9.

Referring now more particularly to the drawings, and specifically to FIG. 1 thereof, a wheeled vehicle is there generally designated 20 and illustrated as being a toy truck, such as a fire truck. The truck may include a body 21 having a cab 22, both mounted on an undercarriage or chassis 23. The chassis 23 is provided with wheeled running gear, Which may include rear wheels 24 and front wheels 25 and 26. The wheel 25 may be the right front wheel, and the left front wheel may be designated 26.

The undercarriage or chassis 23 may be fabricated of metal, or other suitable material, and includes a lower, generally horizontal wall 30 extending longitudinally of and beneath the body 21 and cab 22. Upstanding from laterally opposite side edges of the lower chassis wall 30 may be a pair of longitudinally extending side walls 31 and 32, respectively along the left and right edges of the lower chassis wall. The lower chassis wall 30 may also be provided with generally horizontal, laterally outstanding left and right extensions or wings 33 and 34, respectively. The chassis side walls 31 and 32 may be open adjacent to the wings 33 and 34. A generally laterally extending front wall 35 upstands from the front edge of the lower chassis wall 30 and may extend laterally beyond the lower chassis wall leftward, as at 36, and rightward, as at 37. The cab 22 may have its forward region and bumper 38 secured to the chassis front wall 35, as by fasteners 39 and 40; and, other suitable securement may be provided between the body 21, cab 22 and chassis 23, as desired.

The lateral wings 33 and 34 of the lower chassis wall 30 are respectively adjacent to the front wheels 26 and 25, as best seen in FIG. 3. Also in the region of the front wheels 25 and 26, the chassis 23 is provided with a generally horizontal upper wall 43 spaced over the lower wall 30. The upper wall 43 is located in spaced relation between the underside or lower wall of the cab 22, and the lower chassis wall 30, and extends laterally across the lower housing wall having end portions 44 and 45 extending laterally beyond respective side walls 31 and 32 and spacedly overlying respective lateral wings 33 and 34. The upper chassis wall 43 may include a forwardly extending part 46 laterally offset to lie adjacent the chassis side wall 31. The forward extension or part 46 of the upper chassis wall 43 may be integral therewith or separate therefrom and superposed in overlapping relation with the latter, as illustrated. The upper chassis wall 43 and its overlying forwardly extending part 46 may be suitably provided with depending extensions or walls, as at 47 and 48 having tabs or lugs 49 and 50 engageable through suitable openings in the lower chassis wall 30 and bendable for securely fixing the upper chassis wall in properly spaced relation over the lower chassis wall.

The forward wheels 25 and 26 may be dirigibly mounted by respective steering knuckles 53 and 52, which are connected together by a tie link or rod 66. More specifically, the steering knuckle 52, see FIG. 6, includes a generally vertical pivot or pin extending between and having its lower and upper ends reduced and respectively journaled in the lower chassis wall wing 33 and upper chassis wall section 44. The pin 54 of knuckle 52 is further provided with a generally horizontal, transverse through bore 56 which receives an axle or shaft 57 carried by the front wheel 26. In this manner, the front wheel 26 is journaled for axial rotation about the axis of axle or shaft 57, and is also mounted for pivotal steering movement about the generally vertical axis of pin 54, the latter functioning in the general manner of a kingpin. The axles or shaft 57 may be swaged or deformed to provide projections 58 at its inner end, for retention in the pin 54.

The knuckle 53 is similarly constructed of a generally vertical pin 59 extending between and having its lower and upper ends reduced and respectively journaled in the lower chassis wall extension 34 and upper chassis wall extension 45. Also, the knuckle pin 59 is formed with a generally horizontal, transverse through bore 60 which receives an axle or shaft 61 carried by the wheel 25 with the inner shaft end swaged or upset to provide projections 62 on the inner shaft end to retain the shaft in the knuckle pin. The wheel 25 is therefore also mounted for generally axial rotation about the axis of shaft 61, and for pivotal steering movement about the generally vertical

3,286,397 ³axis of pin 59, the latter functioning in the manner of a kingpin.

Projecting from the upper end of each pin 54 and 59 is an arm, respectively designated 64 and 65, see FIG. 3. The arms 64 and 65 extend generally horizontally forward from their respective pins 54 and 59 at a level above the upper chassis wall 43, 46. Extending laterally across the chassis 23, spacedly through the chassis side walls 31 and 32, is a tie rod or connecting link 66. That is, opposite ends of the tie rod or link 66 are respectively pivoted to the forward ends of knuckle arms 64 and 65, as by pivotal connections 67 and 68, respectively. Thus, the wheels 25 and 26 are connected together by the knuckle arms 64 and 65, and tie rod 66 for constrained simultaneous dirigible motion.

A source of motive power may be an electric motor, generally designated 7®, arranged generally vertically and superposed on the upper chassis wall 43 spaced medially between the side walls 31 and 32. That is, the electric motor 70 may be secured on the upper chassis wall 43 by an inverted generally U-shaped member or yoke 71 having its bight region fixed to the upper end of the motor, as by a fastener 72, and having its ends extending downward and anchored to the upper chassis wall by fasteners 73 and 74, see FIGS. 3 and 6. A motor shaft depends generally vertically from the lower end of the motor 70, as at 75 in FIG. 5, through the upper chassis wall 43 and into the space between the lower and upper chassis walls. The motor 70 is advantageously of a reversible type, such as a D.C. motor, and electrical connections therefor are shown at 76 and 77 in FIG. 3 respectively connected to supply lines or conductors 78 and 79.

Upstanding from the lower chassis wall 30, beneath the forward part 46 of the upper chassis wall 43 and through the latter is a steering column or shaft 82. The steering column or shaft may be journaled in the lower housing wall 30, see FIG. 4, and project upward into the cab 22, through the lower wall thereof, the upper shaft end being provided with a steering wheel 83. Operating means in the nature of a power transmission is generally designated 85 and extends in operating relation between the steering shaft 82 and knuckle pin 54, as well as between the motor shaft 75 and the latter knuckle.

More particularly, the power transmission 85 includes reduction gearing which may be composed of a gear 86 rotatable with the steering shaft 82 and in meshing engagement with a pinion 87 carried by a generally vertical shaft 88 extending between and having its lower and upper ends respectively journaled in the lower and upper chassis walls 30 and 46. A gear 89 is carried by the shaft 88 and meshes with a gear 90 carried by a shaft 91 extending generally vertically between and having its lower and upper ends respectively journaled in the lower and upper chassis walls 30 and 46. Also carried by the shaft 91 is a pinion 92 which meshes with a gear 93 carried by a generally vertical shaft 94 adjacent to the knuckle 52 and mounted between the lower and upper housing walls 30 and 43 for rotation about a generally vertical axis. The shaft 94 is provided with a pinion 95 which meshes with a gear segment 96 carried by the knuckle pin 54 for rotation therewith about the pin axis.

In addition, the generally vertical motor drive shaft 75 is provided with a pinion 100 meshing with a gear 101 rotatably carried by a generally vertical shaft 102 having its lower and upper ends respectively journaled in the lower and upper chassis walls 30 and 43. The shaft 102 also carries a pinion 103 in meshing engagement with the gear 90.

It will now be appreciated that the power-transmission means 85 is in operative connection between the motor shaft 75 and the knuckle 52, -and also in operative connection between the steering shaft 82 and latter knuckle. Further, the power transmission 85 is constituted of a gear train including a plurality of generally horizontal gears located between the lower and upper chassis walls 30 and 43, 46. It will also be apparent that the gearing or train 85 is speed-reduction gearing in the direction away from motor shaft 75 both to the steering knuckle 52 and steering shaft 82, and that operation of the motor in one direction, say that indicated by the arrow, will effect steering action of the gears and wheel 26 as indicated, while reversal of the motor will effect reverse-direction operation of the several gears and wheel. Of course, both wheels 25 and 26 are connected together, as described hereinbefore, so that motor operation effects simultaneous steering motion of both ground-engage able wheels. In addition, motor operation effects turning of the steering shaft 82 and its wheel 83; and, operation of the ground-engageable wheels 25 and 26 may be optionally effected by manual rotation of the steering wheel 83, if desired.

It will now be understood that the motor shaft 75, steering knuckle 52 and steering shaft 82 are arranged in spaced-apart, generally triangular relation, and that the gear-train transmission 85 is disposed generally horizontally within the triangular space between the motor shaft, steering knuckle and steering shaft, as well as between the lower and upper chassis walls, to afford to simple, compact and safely protected operating means.

If desired, the body 21 may be provided with a housing 105 located over an openable -closure 106 formed in the lower chassis wall 30. The housing 105 may be employed to contain an electrical source, such as batteries (not shown), and a slidable clip 107 may be mounted on the underside of lower chassis wall 30 for movement into and out of retaining relation with respect to the closure 106. Thus, the housing 105 may be opened and closed for removal and replacement of batteries, as desired.

At a suitable location, either on the truck 20 or remote therefrom, an electrical control may be provided for selective operation of the motor 70, to turn the latter on and off and energize the motor in the desired direction of rotation. One such control is shown as a switch 110 mounted on the top wall of the cab 22 for manual actuation from the exterior thereof. The switch 1-10 may be a three-position -switch, having leads or conductors -connected thereto, as at 111, 112, 113 -and 114 in FIG. 2.

Referring now to FIG. 8, the switch 110 is shown as a double-pole -double-throw switch having a pair of interlocked, -but electrically -insulated blades 115 and 116, each electrically connected to a respective side of the motor 70, as by conductors 78 and 79. Associated with the switch conductor or -blade 115 are a pair of -contacts 117 and 118, the switch blade being alternatively movable into electrical connection with one or the other of such -contacts. Similarly, a pair of contacts 119 and 120 are associated with the switch conductor or blade 116, the latter blade being alternatively movable into electric connection with one or the other of the contacts 119 and 120. An electrical source or battery is designated 121 and conductors 122 and 12-3 are connected to opposite sides of the battery. From the conductor 122 may extend a pair of branch conductors 111 and 112, respectively connected to contacts 118 and 119, while branch conductors 113 and 114 may extend from conductor 123 to respective contacts 117 and 120.

By the mechanical interlocks 124 and 125 between switch conductors or blades 115 and 116, the blades are movable simultaneously into electrical connection with either contacts 117 and 119, or contacts 118 and 120. These two positions effect opposite directional rotation of the motor 70; and of course, the illustrated position shows the motor circuit open and not energized.

Thus, as seen- in FIG. 2, the depression of one side of switch 110, say the right-hand side by finger 126 may effect steering movement of the wheels 25 and 26 in one direction, say that of arrow 127, while depression of the other side of the switch 110, as by the finger 128

3,286,397 may effect opposite steening movement of the wheels 25 and 26, as in the direction of arrow 130.

As mentioned hereinbefore, the control or switch 110 may be located exteriorly of iand 'remotely from the truck 20. Also, the electrical source, be it a battery as at 121, or otherwise, may also be located remote from the truck.

With reference to -FIGS. 9 and 10, there is shown a slightly modified embodiment of the present invention which differs from the previous embodiment in the inclusion of a slip clutch C in the gear reduction train so that the clutch will release and the strain in the gear reduction train will be relieved and battery current conserved on resistance to steering movement encountered by the wheels 25 and 26. The clutch will of course 15 also release at the limits of travel of the front wheels while the motor continues to rotate until power is switched off. This will prevent the motor stalling which strains the motor and battery.

Mounted on the shaft 91' iand secured thereto as by 20 staking on gear hub 92' or in any other conventional manner is a clutch plate 131 having equi-spaced detents 132 which are normally engaged in the companion openings 133 provided in gear 90' which is in mesh with pinion 103 as in the previous embodiment. The gear 90' is rotatably mounted with clearance on shaft 91' and is pressed into engagement with plate 131 by compression spring 134 mounted on said shaft and captured between gear '90' and the retaining washer 135. In normal driving relation of the parts as shown in FIG. 9 the clutch plate 131 is interengaged with gear 90', but when resistance to turning is encountered the gear 90' releases from the clutch plate against the action of spring 134 and when the resistance is released the clutch re-engages to normal driving relation. The gear 92' is -fixed to shaft 91' and in mesh with -gear 93 as in the previous embodiment.

From the foregoing, it is seen that the present invention provides a toy wheeled vehicle construction having -an actual powered steering mechanism which accurately simulates the operation of power steering in full-size vehicles, and otherwise fully accomplishes -its intended objects.

Although the present invention has been described in some detail by way of illustration and example for purposes of clarity of understanding it is understood that certain changes and modifications may be made within the spirit of the invention and -scope of the appended claims.