US638029A

US638029A - Motor-vehicle.

Info

Publication number: US638029A
Application number: US71600499A
Authority: US
Inventors: Barton L Peck
Original assignee: Individual
Current assignee: Individual
Priority date: 1899-05-08
Filing date: 1899-05-08
Publication date: 1899-11-28
Anticipated expiration: 1916-11-28

Description

No. 638,029. Patented Nov. 28, |899. B. L. PECK.

MDTOR VEHICLE.

(Application led May 8, 1899.)

(No Model.)

I Min/@meis 1N: spams PETERS oo.. vHoToLWHo.. wAsnlNarnu, o. c.

UNITED STATES PATENT FFICE.

BARTON L. PECK, OF DETROIT, MICHIGAN.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 638,029, dated November 28, 1899. Application filed May 8,1899. Serial No. 716,004. (No model.)

To all whom t may concern:

Be it known that I, BARTON L. PEGK, a citizen of the United States, residing atDetroit, in the county of W'aynek and State of Michigan, have invented certain new and useful Improvements in Motor-Vehicles,of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to transmission` gears designed to be used on motor-vehicles.

It is the object of my invention to obtain a simple construction of gearing by means of which the speed of the vehicle is controlled by the operator, who also is enabled thereby to reverse the direction of movement and apply the brakes; and the invention consists in the peculiar construction, arrangement, and combination of parts, as hereinafterdescribed and claimed.

In the drawings, Figure l is a diagram plan View of a portion of a motor-vehicle to which my transmission-gear is applied. Fig. 2 is an enlarged sectional plan view of the gearing.` Fig. 3 is a vertical longitudinal 4section on line a: oc, Fig. 2. Fig. 4 is a detail View of the cam for operating the clutch.

My improved gearing is especially designed for motor-vehicles in which the engine or other motor is carried by the body of the vehicle, the latter being supported by springs upon the wheel or truck frame. With such constructions, the body having an independent vertical movement from the wheels, it is necessary to provide a more or less flexible connection between the drive-shaft and the driven wheels. This I have provided for in my gearing, which is constructed as follows:

A is a box or casing which is preferably secured at one side of the body of the vehicle adjacent to the motor, and which I have indicated in the drawings by dotted lines at C.

The construction of this motor is not essential; but I have indicated a gas-engine having the main or drive shaft D, which extends laterally through the walls of the casing A and is j ournaled in suitable bearings therein. Upon this shaft is fixedly secured within the casing the gear-wheel E, preferably near the inner edge of said casing. At the opposite end of the shaft is loosely sleeved the gear- Wheel F, which is preferably also journaled in a bearing G in the outer wall of the casing, the end of the shaft D being stepped into said gear. The gear F is provided with an outwardly-extending stub-shaft H, to which is secured bevel or other gear I, meshing with a corresponding gear J on a shaft K, journaled in the bearing L, secured to the casing and extending at substantially right angles to the shaft D. --The shaft K is formed in two sections a and b,which are coupled by annip and connected by the bevel or other suitable gears Ml and M2 with said axle. Adjacent to the `shaf t D and parallel thereto are arranged a series of stationary shafts. These I have shown in the drawings as consisting of the shafts N, O, and l), which are secured at their ends in bearings Q at opposite sides of the casing A. Upon each of these shafts is arranged adjacent to each other two sleeves, respectively, R S, R S', and `R2 S2. The sleeves R, R', and R2 are provided with gear- Wheels T, T', and T2, which mesh directly or indirectly with the fixed gear-wheel E upon the shaft D. The sleeves S, S', and S2 are correspondingly provided with gear-wheels U, U', and U2, meshing directly or indirectly with the gear-wheel F on the shaft D. The two groups of gear-wheels constitute differential gear-trains, the former moving with the gear-wheel E on the shaft D and the latter with the gear-wheel F thereon. Each pair of sleeves, as well as the shaft D, is p lovided with a suitable clutch, respectively, V V2 V3, adapted when operated to couple the said sleeves together or to couple the gear-wheel F directly with the shaft D.

It will thus be seen that the gear-wheel F may be driven by the shaft D either directly or through the medium of any coupled pair of gear-wheels arranged on the parallel shafts IOO N O P N2, and the proportion and arrangement of the gears are such that each pair will drive the gear-Wheel F differently from the others.

As shown in the drawings, the clutches comprise a series of disks g, feathered to one of the sleeves of the shaft, an inclosing casing h, secured to the opposite sleeve and provided with an intervening series of disks t, feathered to said casing. Fulcrumed to this casing is the lever j, adapted to press said disks into frictional contact with each other, said lever being operated by a connection with the longitudinally-sliding sleeve 7o, which has suitable connections with the operating-lever on the vehicle.

With the construction as thus far described it will be readily understood that whenever motion is imparted to the shaft D all thergears in the train meshing with the gear-wheel E will be driven, but the gears in the train corresponding to the gear-wheel F will remain stationary unless one of the clutches is operated. When one of these clutches, such as V, is

operated, motion will be imparted there-y through to the gear-wheel F and also to the other gears of the train. These other gears, however, run loosely upon their respective shafts as idlers, with the exception of the particular one through which the driving is effected. Thus when the clutch Vis operated the gear F will be driven in the same direction and at the same speed as the shaft D, When the clutch V is used, the gear F will also be driven in the same direction, but at a slower speed. Again, when the clutch V2 is operated the gear F will be driven in the same direction at a still slower speed, When theV clutch V3 is operated, the direction of moyement of the gear F will be reversed, and this is accomplished by placing an intermediate gear U3 between the gear-wheels U U2, which will reverse the direction of the latter.

The shafts N, O, and P are preferably hollow and are provided with a series of apertures l, while at the ends of said shafts are formed the chambers m in t-he bearings Q, which serve as-oil-pockets, from which the lubricant is distributed through the hollow shafts and apertures Z. This arrangement enables me to perfectly lubricate the bearings for the sleeves upon said shafts, and as the latter completely covers the shaft dust and dirt will be effectually excluded from the bearings.

The clutches on the different shafts are preferably staggered in relation to each other, so

Aas to facilitate their connections with the operating-levers. The clutch V is also preferably located within the gear-wheel F, which is recessed to receive the friction-disks g e'.

The levers for operating the clutches may be arranged in any suitable way; but in the drawings I have shown two levers p and 10', secured, respectively, to the rock-shafts q and q', journaled in the casing. Mounted upon these rock-shafts are heads r and fr', which are provided with cam-slots with which the ends of the levers t, t', t2, and t3 engage. These levers correspond in number to the clutches, and they are fulcrumed in suitable standards, such as u and it', while their opposite ends are bifurcated to engage, respectively, with the sleeves k of the different clutches.

u is a rock-arm loosely pivoted on the shaft q and carrying at its free end a brake-shoe adapted to engage with the periphery of the casing of the clutch V3.

w is a rod pivotally connected at one end to the arm fu and at its opposite end connected to an eccentric on the shaft q.

The parts above described are so arranged and the cam-slots in the heads fr and fr are so formed that by throwing the levers p and p' to various points any one of the clutches may be operated or all may be released, while by operating the lever p in the reverse direction the brake may be applied. Moreover, the arrangement is such that by throwing the handles of either of said levers p and p forward-that is, from their central position in the direction of forward movement of the vehicle-the proper clutches will be operated to drive the vehicle forward, while by throwing said levers backward one of them (the lever p) will reverse the direction of the vehicle and the other one (the lever p) will apply the brake.

Vhat I claim as my invention is;-

1. A transmission-gear comprising a driveshaft a fixed and a loose gear-wheel thereon, a parallel stationary shaft having a central longitudinal oil passage and distributingapertures at different points connecting with said central passage, two gear-wheels having elongated hubs or sleeves journaled upon said stationary shaft and meshing, respectively, with said fixed and loose gear-wheels on the drive-shaft, and a clutch for coupling together said gears on said stationary shaft.

2. Atransmission-gear comprisingaframe, a drive-shaft extending thereacross, a gearwheel having a stub-axle journaled in said frame in line with said drive-shaft, said gearwheel being recessed upon one side and having a central socket in which the end of said drive-shaft is journaled, andafriction-cln`=tchl for coupling said gear-wheel to said shaft,- located in said recess.

3. A transmission-gear comprising a drive'- shaft and a plurality of stationary shafts, parallel thereto, a fixed and a loose gearwheel on said drive-shaft, a pairy of gearwheels journaled on each of said stationary shafts in line respectively with said fixed and loose gear-wheels on said drive-shaft and constituting therewith two differential geartrains,`and a clutch for coupling each pair of gear-wheels to each other.

4. A transmission-gear comprising a driveshaft, a plurality of stationary shafts parallel Ido thereto, a fixed and a loose gear-wheel on said between the corresponding gear of two pairs drive-shaft, a pair of Wheels journaled on for the purpose described. r6 each of said stationary shafts in line respec-` In testimony whereof I affix my signature tively with said ixed and loose gear-wheels in presence of two witnesses.

' on the drive-shaft, and constituting therewith BARTON L. PECK;

two dierential gear-trains, aclutch for coup- Witnesses: ling each pair of gear-Wheels to each other, M. B. ODOGHERTY, and an intermediate gearwheel in one train H. C. SMITH.