US1024562A

US1024562A - Gearing.

Info

Publication number: US1024562A
Application number: US59961910A
Authority: US
Inventors: William F Eckert; William C Whitcomb
Original assignee: GEORGE D WHITCOMB Co
Current assignee: GEORGE D WHITCOMB Co
Priority date: 1910-12-27
Filing date: 1910-12-27
Publication date: 1912-04-30
Anticipated expiration: 1929-04-30

Description

W. P. BGKERT @E W. o. WHITGOMB.

GEARING.

APPLICATION IILED'DEU. 27, 1910.

Patented Apr. 30, 1912.

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W. P. ECKERT & W. G. WHITGOMB.

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W. F. EGKERT & W. C. WHITCOMB.

GBARING.'

APPFIUATION FILED DEG. 27, 1910.

Patented Apr.30,1912.

@Miglllllllllllllllll UNITED sTATEs PATENT oEEIoE.

WILLIAM F. ECKERT AND WILLIAM C. WHITCOMB, 0F ROCHELLE, ILLINOIS, ASSIGNORS TO GEORGE D. WHITCO'MB COMPANY, A CORPORATION OF ILLINOIS.

GEARINGr.

Specification of Letters Patent.

Application filed December 27, 1910. Serial No. 599,619.

To all whom it may concern:

Be it known that we, WILLIAM F. EGKERT and VILLIAM C. TI-IITCOMB, citizens of the United States, and residents of Rochelle, county of Ogle, and State of Illinois, have invented certain new and useful Improvements in Gearing, of which the following is a specification, and which are illustrated in the accompanying drawings, forming a part thereof.

rlhe invention relates to gearing, and particularly to that adapted for use upon locomotives or other vehicles operated by an explosive motor. Y

The object of the invention is to provide transmission gearing for devices of the kind described which shall be of simple and improved construction and eliective in operation.

The invention is exemplified in the structure hereinafter described and illustrated in the accompanying drawings, in which- Figure 1 is a plan view of a locomotive embodying the features of improvement provided by the invention, some of the parts being broken away to show the internal construction; Fig. 2 is a vertical transverse sectional view taken on the line 2 2 of Fig. 1; Figs. 3 and 4 are detail face views of certain clutch elements employed in the structure; Fig. 5 is a detail central vertical longitudinal sectional view,'the plane of the section being indicated by the line 5 5 on Fig. 1; Fig. 6 is a plan sectional view taken on the line 6 6 of Fig. 5; and Fig. 7 is a detail sectional view taken on the line 7 7 of Fig. 5.

The drawings show a locomotive of a type which, though being of comparatively small size in order that it may run in restricted passages, as in the tunnels of a coal mine, is capable of developing high power and equal speed in either direction.

The parts of the locomotive are associated upon a suitable frame, generally designated by the numeral 10 in the drawings. This frame preferably comprises longitudinal side sill members, designated 11 and 12, and end sill members or bumpers designated 13 and 14. The frame is mounted upon wheels in the usual way, two pairs of

wheels

15, 16 and 17, 1 8, of uniform size, being shown. The wheels of each pair are rigidly mounted upon the ends of a suitable axle,

tor. As shown, the motor 21 comprises four explosive power cylinders, designated 22, 23, 24 and 25. The power shaft 26 of the motor is preferably located upon the longitudinal median line of the frame 10.

A pair Vof countershafts 27 and 28 are preferably employed. These countershafts are most conveniently mounted transversely in the frame 10 adjacent that end more remote from the motor 21. One of the countershafts, as 28, has driving connection with the

wheels

15, 16,

andv

17, 18. As shown, the countershaft 28 is connected to the axle 19 by

sprocket chains

29 and 30, one located adjacent each side of the frame 10. Each of the

sprocket chains

29 and 30 turns over

sprocket wheels

31 and 32, mounted, respectively, upon the countershaft 28 and upon the axle 19. The countershafts 27 and 28 are adapted to be operatively connected by either one of two trains of gears, as 36, 37, and 38, 39, and each of the trains of gears is controlled by a clutch, as 40 and 41. As shown, the

gears

36 and 38 are of different size, and are rigidly mounted upon the countershaft 27. The

gears

37 and 39 are loosely mounted upon the countershaft 28, and they are of proper size to intermesh with the

gears

36 and 38, respectively. The clutches 40 and 41 comprise outwardly directed clutch teeth, as 42, 43, formed upon the hubs of the

gears

37 and 39, and movable clutch members 44, 45, splined upon the countershaft 28 at opposite sides of the

gears

37, 39, and having inwardly directed clutch teeth, as 46, 47, for cooperating with the clutch teeth, as 42, 43, formed upon the hub of the adjacent gear. By means of this arrangement the movable members, as 44, 45, of the clutches are adapted to be moved in opposite 4directions for engagement with the coperating member of the corresponding clutch.

Preferably provision is made for shifting the movable members, as 44, 45, of the clutches Lt0 and t1, sinmltaneously, in order that the clutches may be operated in alternation. As shown, a pair of connected

yokes

49, 50, are provided. Each yoke has a bifurcated end 51, which straddles the movable member of one of the clutches, and a ring` 52, loosely mounted in a circumferential groove e8 formed in the hub of the said clutch member, is provided with outwardly directed pins 52 engaged by the bifurcated end of the yoke. The

yokes

49, 50, are connected by being secured to a shipper bar 53, located above the gears 37, 3S, and slidingly mounted for movement in a transverse direction with reference to the locomotive frame. The shipper bar 53 is operated by a lever 54, pivotally supported at 55, and extending backwardly over the motor 21 to a position within convenient reach of an attendant seated upon the bumper or end sill 13.

The power shaft 26 of the motor 21 has a beveled pinion 5G mounted upon its end. Oppositely facing

beveled gears

57, 53, loosely mounted upon the countershaft 27, mesh continuously with the beveled pinion 5G upon opposite sides, whereby they are driven continuously in opposite directions whenever the motor 21 is in operation. Clutches, generally designated by the numerals 59 and G0, are provided for connecting the

bevel gears

57, 53, to the countershaft 27 in alternation. Each of these clutches is of a multiple disk construction, and comprises a plurality of plates or disks G1, mounted for rotation with the corresponding bevel gear, as 57, 58, and a plurality of plates or disks 62, interposed between the plates or disks 61 and connected for rotation with the countershaft- 27. Preferably the plates or

disks

61, 62, of each of the

clutches

59, 60, are centrally apertured, as indicated at G3, 64E, and they are slidingly mounted upon sleeves 65, one of which is located upon the countershaft 27 adjacent each of the gears 57, 5S, and is fixed against rotation thereon, as by means of a key or feather G6.

The

bevel gears

57 and 53 are each permanently connected by capscrews 67 to a rotatable member, as G8, which turns loosely on the countershaft 27 and forms one of thecnd plates oit` the corresponding clutch 59 or (30. Each of the members GS has a plurality of arms G9, which extend parallel with the countershaft 27, and the plates 61 of the clutches are caused to rotate with such member, by engagement of the arms 69 with peripheral notches, as 70, in the plates.

Relative rotation between the plates G2 of the clutches and the countershaft 27 is prevented by means of lugs 71 (Fig. 3) formed in the plates. These lugs enter longit-udinal channels, as 72, formed in the corresponding sleeve 65. Preferably the plates 62 of the clutches are made of brass and are freely perforated, as at 73, the perforations being filled with a soft material 711, as cork, which projects beyond the face of the plate at each side to form a wear-resisting surface. The plates 61 of the clutches are preferably made of steel and have smooth surfaces upon both sides. The surfaces of the

plates

61 and 62 are normally separated to permit the gears 57 and 5S to turn inde pendently of the countershaft 27, by springs 75, which react between the lugs 71 of alternate plates 62, the lugs 71 of the intermediate plates 62 being apertured, as indicated at 76, to receive the springs. As shown, the plates 62 cach have four instanding lugs 71. Two of these lugs upon each plate are provided with apertures 7 G, and the remaining lugs are unapertured to serve as abutments for the springs 75. In arranging the plates upon the corresponding sleeve member 65, the apertured lugs 71 of adjacent plates are placed in staggered relation.

For compressing the springs 7 to bring the surfaces of the

plates

61 and 62 into frictional engagement, each of the clutches, as 59 and 60, comprises a movable end abutment 77, and a ring 7 3, having outstanding trunnions 79 at opposite sides, slides upon one of the members G5 adjacent each of the end abutment members 77. Provision is made for moving the end abutment members 77 of the two clutches 59, G0, in unison, whereby the clutches are operated in alternation. As shown, a pair of yoke members 80 and S1, each having a bifurcated end engaging the pins or trunnions 79 of one of the rings 7 3, are provided. These yoke members are connected to a shipper member 32 located above the gears 57, 5S, and slidingly mounted for movement in a transverse direction with respect to the locomotive frame. The shipper member 32 is operated by a lever 33, pivotally mounted at S-t and eX- tending backwardly therefrom over the motor 21.

Preferably provision is made for preventing the shifting of the clutches 4-0 and 41 except when the shipper member 82 is in mid position corresponding to a neutral or inoperative position of each of the clutches 59 and GO. The arrangement about to be described also provides for a locking of the shipper member S2 against movement eX- cept when the shipper bar 53 is in one eX- treme position or the other, corresponding to a closed position of one of the clutches 4t() and 41. As shown, a locking bolt S5, having a longitudinally sliding movement, is employed. rlhe shipper bar 53 provided with two notches, as S6, 87, for receiving the end of the locking bolt S5, and when the locking bolt is engaged with either one of these notches the shipper bar 53 is locked against movement. The locking bolt S5 is operated by movement of the shipper bar 82. For this purpose a cam engagement between the shipper bar 82 and the locking bolt 85 is provided. Preferably the locking bolt 85 has a transversely extended cam slot 88, having oppositely-inclined portions 88a and 88h. A pin 89, carried by the shipper bar 82, runs in the cam slot 88 to shift the locking bolt when the shipper bar 82 iS operated. When the shipper bar 82 is in mid position, the locking bolt 85 is withdrawn from engagement with the notches, as 86, 87, of the shipper bar 53, and this shipper bar may then be shifted by operation of the lever 54. When the shipper bar 53 has been so moved that neither of the notches 86, 87, is in register with the end of the locking bolt 85, the shipper bar 82 is locked against movement by reason of the engagement of the pin 89 upon opposite sides by the oppositely inclined portions 88a and 88b o-f the cam slot 88. This interlocking arrangement provided between the shipper bars 53 and 82 prevents a movement of the clutches 40 and 41 to change the speed at which the traction wheels of the locomotive are turned by the motor 21, except when both of the

clutches

59 and 60 are open. Similarly, neither of the

clutches

59 and 60 can be closed except upon one or the other of the clutches 40, 41, being first closed.

Preferably the movable parts carried by the countershafts 27 and 28, including the

clutches

40, 41, and 59, 60, are inclosed within a case 9() adapted to contain a bath of oil. As shown, the cover 91'of this case serves Aas a sliding support for the shipper bars 53 and 82, and for the locking bolt 85. The pivots 55 and 84 upon which the shipper levers 54 and 83 are mounted are most conveniently also carried by the cover 91 of the case 90.

If desired, a pump 92 may be employed for discharging oil contained in the case 90 upon the

disks

61 and 62 of the

clutches

59 and 60. As shown, the pump 92 is mounted within the case 90 upon an end wall thereof, and is driven by a countershaft 98 extended through the case from end to end and connected with the power shaft 26 of themotor 21 by gears 94 and 95. Oil is raised by the pump 92 from the bottom of the case 90 through a -channel 96 formed in the end wall of the case, and is delivered through a pipe 97 to a spray head 98, most clearly shown in Fig. 7 of the drawings.. The spray head 98 comprises a transverse pipe, connected at its middle to the pipe 97 and having closed ends 99. A plurality of lateral discharge orifices 100 are arranged at suit able intervals along the length of the pipe 98.

The arrangement described is of such compact construction as to permit of a locomotive of great power being built of such size that it may be run within the passages of a mine originally constructed with View to receiving only draft animals and small cars. The locomotive may be run with the same speed and power in either direction.

We claim as our invention- 1. In combination, intermediate and driven rotatable members, two trains of gears connecting said members, the gears of the two trains being relatively dierently proportioned in size, a clutch controlling each train of gears, the two clutches being movable in opposite directions to engaging position, a shipper lever, connection between the shipper lever and both of the said clutches, a pair of oppositely rotating power wheels, a clutch between each of the said wheels and the said intermediate rotatable member, such two clutches being movable in opposite directions to engaging position, a second shipper lever, connection between the last named shipper lever and both of the said last named clutches, the arrangement being such that both of the said last named clutches are disengaged when the last named shipper lever is in mid position, a lock for holding the first named shipper lever against movement, and means acting on the lock operated by the second mentioned shipper lever whereby the lock is released only when the second mentioned shipper lever is in mid position.

2. In combination, intermediate and driven rotatable members, two trains o f gears connecting said members, the gears of the two trains being relatively differently proportioned in size, a clutch controlling each train of gears, the two clutches being movable in opposite directions to engaging position, a shipper lever, connection between the shipper lever and both of the said clutches, a pair of oppositely rotating power wheels, a clutch between each of the said wheels and the saidv intermediate rotatable member, such two clutches being movable in opposite directions to engaging position, a second shipper lever, connection between the last named shipper lever "and both of the said last named clutches, the arrangement being such that both of said last mentioned clutches are disengaged when the said last named shipper lever is in mid position, and interlocking connection between the two shipper levers whereby the first mentioned shipper lever is released for movement only when the second mentioned shipper lever is in mid position and the second mentioned shipper lever is released for movement only when the first mentioned shipper lever is in its extreme positions.

3. In transmission gearing, in combination, a pair of reversing clutches, a pair of speed-changing clutches, a pair of parallel longitudinally reciprocable shipper bars, one controlling the reversing clutches and the other controlling the speed changing clutches, the shipper bar controlling the speed-changing clutches being provided with a pair of lateral notches, an oscillatable locking bolt engageable with either of the said notches, said bolt being provided with a cam slot having two equal but oppositely inclined portions, and a stud mounted on the shipper bar controlling the reversing clutches running in the said cam slot.

4l. In transmission gearing, in combination, a pair otl reversing clutches, a pair of speed changing clutches, unitary means for operating the clutches of each pair in alternation, a lock for holding the speed changing clutches against movement, said lock being controlled by the said means provided 'for operating the reversing clutches and the arrangement being such that said lock is released only when both ot' the said reversing clutches are disengaged.

5. In transmission gearing, in combination, a pair ot reversing clutches, a pair of speed changing clutches, unitary means for operating the clutches of each pair .in alternation, a lock tor holding the reversing clutches against movement, said lock being controlled by the said. means provided for operating the speed changing clutches and the arrangement being such that said lock is released only when one of said speed ch anging clutches is 'fully engaged.

6. In transmission gearing, in combination, a pair of reversing clutches, a` pair of speed changing clutches, unitary means for operating the clutches of each pair in alternation, and interlocking connection between the said two clutch operating means whereby the speed changing clutches are held againstmovement except when both of the reversing clutches are disengaged and the reversing clutches are held against movement except when one ot the speed changing clutches is fully engaged.

7. In transmission gearing, in combination, a power transmitting clutch, a pair oit speed changing clutches, means for operating the power transmitting clutch, unitary means tor operating the speed changing clutches in alternation, a lock for holding the speed changing clutches against movement, said lock being controlled by the said means provided tor operating the power transmitting clutch and the arrangement being such that the said lock is released only when the power transmitting clutch is disengaged.

S. In transmission gearing, in combination, a power transmitting clutch, a pair of speed changing clutches, means for operating the power transmitting clutch, unitary means for operating the speed changing clutches in alternation, a lock for holding the power transmitting clutch against movement, said lock being controlled by the said means provided for operating the speed changing clutches and the arrangement being such that said lock is released only when one ot said speed changing clutches is fully engaged.

9. In transmission gearing, in combination, a power transmitting clutch, a pairof speed changing clutches, means for operating the power transmitting clutch, unitary means for operating the speed changing clutches in alternation and interlocking connection between the said two clutch operating means whereby the speed changing clutches are held against movement eX- cept when the power transmitting clutch is disengaged and the power transmitting clutch is held against movement except when one of the speed changing clutches is' fully engaged.

l0. In transmission gearing, in combination, a power transmitting clutch, a pair of speed changing clutches, a pair of parallel longitudinally reeiprocable shipper bars, one controlling the power transmitting clutch and the other controlling the speed changing clutches, the shipper bar controlling the speed changing clutches being provided with a pair of lateral notches, an oscillatable locking bolt engageablewith either ot the said notches, said bolt being provided with an oblique cam slot, and. a stud mounted on the shipper bar controlling the power transmitting clutch and running in the said cam slot.

l1. In combination, a pair of clutches, a pair of parallel longitudinally reciprocable shipper bars one controlling each of the clutches and one ot the shipper bars being provided with a lateral notch, an oscillatable locking bolt engageable with the said notch said bolt being provided with an oblique cam slot, and a stud mounted on the other shipper' bar running in the said cam slot.

WILLIAM I". EGKERT. IVILLIAM C. IVI-IITCOMB. Vitnesses LrN'roN IV. SMITH, E. .LESLIE CLoUcrIEn.

Copies of this patent may be obtained for ive cents each, by addressing the Commissioner of Patents.

Washington, D. C.