US1039743A - Change-speed gearing. - Google Patents

Description

E. P. 6; R. HOLLIDAY.

CHANGE SPEED GEARING.

APPLICATION FILED APR. 30, 1910.

Patented Oct. 1, 1912.

6 SHEBTS-SHEET 1.

E. P. & R. HOLLIDAY.

CHANGE SPEED GEARING.

APPLICATION FILED APR. 30, 1910.

Patented Oct. 1, 1912.

5 SHEETS-SHEET 2.

INVENTOR LM/b Allomey E. P. & R. HOLLIDAY.

CHANGE SPEED GEARING.

APPLICATION FILED APR.30,'1910.

1,039,743. Patented Oct. 1, 1912.

5 SHEETSSHEET 3.

" JWM M/YTNESSF L f M NVEA TORI E. P. & R. HOLLIDAY.

011mm: SPEED GEABING.

APPLICATION TILED APR. 30, 1910. 1,039,743, Patented Oct. 1, 1912.

5 SHEETSSHEET 4.

E. P. & R. HOLL'IDAY.

CHANGE SPEED GEARING.

APPLICATION FILED APR. 30, 1910.

Patented Oct. 1, 1912.

5 SHEET SSHEET 5.

UNITED STATES PATENT oFrIoE.

EDGAR PERCY HOLLIDAY AND READ HOLLIDAY, OF NEW YORK, N. vY.

CHANGE-SPEED GEARING.

,Specification of Letters Patent.

Application filed April 30, 1910. Serial No. 558,609.

1b all whom it may concern:

Be it known that we, EDGAR PERCY HOLLIT my and REAL) HOLLIDAY, citizens of the United States of America, and residents of the borough of Brooklyn, in the city of New York, county of Kings, and State of New York, have invented certain new and'useful Improvements in Change-Speed Gearing, of which the following is a specification.

This invention relates to improvements in gearing and the object of the invention is to provide a new and improved gearing foxy automobiles or like mechanisms, which gear ing simple in construction, occupies little space and by which the number of rotations from a motor driven shaft can be decreased easily and rapidly andthe direction of rotation of the driven shaft can be reversed.

In the accompanying drawings, in which like numerals of reference indicate like parts in all the figures, Figure 1 is a vertical longitudinal central sectional view through the preferred form of our improved gearing, parts being broken away and others shown in elevation. Fig. 2 is a horizontal sectional view of the same, parts being broken away and parts in'elevation. Fig. 3 .is a vertical transverse sectional View on the line cw of Fig. 1. Fig. 4 is a vertical transverse sectional view on the line y-g of Fig. 7 Fig. 5 isa detail end view showing keyways. Fig. 6 is a horizontal sectional view on the line 2-2 of Fig. 5. Fig. '7 is a side view of my improved gearing as applied to a vehicle frame in connection with the operating cams and levers. Figs. 8 and 9 are enlarged detail side views of the adjusting cams. Fig. 10 is a plan view of the same, parts being in section and others broken away. Fig. 11 is a central vertical longitudinal sectional view of the gearing, showing a modified construction. r

The entire mechanism is contained in a cylindrical box or casing 1 made of two sections having lugs or flanges 2,througl1 which the two halves are bolted together and this casing l is bolted to the frame 3 of the vehicle. The shaft 4 is rotated from a suitable motor, the construction of which forms no part of the 'present invention and this shaft 4 terminates in the center of the largest section of the casing 1. This shaft is suitably packed bya packing sleeve 5 in a neck f the casing 1 and in its free end,within the case is provided with a circular recess 7 adapted to receive a guiding-tenon or pin 8 formed on the end. of a shaft section 9, in line with the shaft 4. A beveled gear wheel 10 is mounted on the shaft 4 at its free end within the casing 1 and by means of splines 11 or analogous devices, is so secured on the shaft 4 as to be compelled to rotate in unison therewith. The beveled gear wheel 10 is engaged with beveled gear wheels 12 which are of the same diameter as the gear wheel 10 and each of which gear wheels 12 is made integral with a hub 13 and with a beveled gear wheel 14, the diameter of which is greater'than the diameter of the corresponding gear wheel 10 and these two'sets of gear Wheels 12-14 with their hub 13 are each mounted to rotate upon journals 15 which project diametrically from a ring or hub 16 mounted on that end of the shaft section 9 abutting against the! free end of the shaft 4, and keys 17 or analogous devices compel the rotation of the shaft 9 with the hub or ring 16.

. The beveled gear wheels 1212 engage a beveled gear wheel 18 of the same diameter as the beveled gear wheel 10 which is formed on the inner end of a sleeve 19 surrounding Patented Oct. 1, 1912. i

a guide sleeve 20, which in turn closely surrounds the shaft section 9. The shaft section 9 is provided in its left hand end,-that is, the end opposite the one provided with the guide tenon 8, w ith a recess 21,'in which two diametrically opposite key-ways22 are formed for a purpose that will be hereinafter set forth, and at the inner end of this recess a longitudinal bore 23 is formed in this shaft section 9. The sleeve 19,011 the inner end of which the above mentioned gear wheel 18 is formed, surrounds the sleeve20 and at the outer end of this sleeve 20 the sleeve 19 is provided with a circular inwardly extending flange 24 which is some distance beyond the outer end of the shaft section 9, as shown in Fig. 2, and in this flange 24 a central circular opening25 is formed, and also two oppositely disposed key-ways 26, the inner and outer faces of said flange 24 being tapered from the keyways in opposite directions for a quarter of a circle, as shown at 27 in Fig. '5. A corresponding flange formed at the outer end of the recess 21 is beveled in the same way as 28 is rotatively mounted in the casing l on a sleeve 29 surrounding the sleeve 19, and terminating' at the outer flanged end- 24 of this sleeve 19. A flange 30 at the inner end of 2 nos the sleeve 29 is located within an annular recess in the hub of the gear wheel 28. A clutch ring 31, loosely surrounds the sleeve 29 and is capable of a longitudinal movement on the sleeve between a shoulder 32 of the casing and the end of the hub ofthe gear wheel 28 as shown in Fig. 2. This ring 31 is provided with two diametrically opposite gudgeons 33 which pass into eyes of a fork 34 mounted on a rock shaft 35, in a down ward extension of the casing, to which shaft 35 a crank arm 36 is secured outside of the casing 1, as shown in Fig. 3. The clutch ring 31 is guided at its top by a spline 37 which is guided in a groove 38 formed in the interior surface of the top of that part of the casing in which the clutch ring is located.

A shaft section 39 is provided with two diametrically opposite splines 40 each fitting in a corresponding longitudinal recess 41 formed in the end of a shaft section 42 projecting into the left hand end of the casing and suitably packed by a packing i sleeve 43. The driven shaft section 42 is connected with a universal joint 44 of any approved construction. An annularly grooved collar 45 is secured on the shaft section 39 and into the grooves of this collar two diametrically opposite gudgeons 46 project from a fork 47 secured on a rock shaft 48 in a downward extension of the casing, to which rock shaft a crank arm 50 is secured outside of the casing. Two diametrically opposite lugs 51 are formed on the right hand or inner end of the shaft section 39 and beyond said lugs the diameter of the shaft is reduced so as to form a cylindrical extension 52 which can slide in the recess 23 formed in the left hand or outer end of the shaft section 9 The crank arm 36 is connected by a connecting rod 53 with a fork 54 embracing a rock shaft 55 mounted in brackets 56 secured to the machine frame 3, and the crank arm 50 is connected by a connecting rod 57 with a fork 58 also embracing the rock shaft 55 which rock shaft is provided with a crank arm 59 connected by a connecting rod 60 with the shorter end of an angle lever 61 pivoted to the frame 3 at 62., the upwardly extending arm of the lever 61 terminating in a handle 63. A look ing latch 64 and rack segment 65 are provided forlocking the lever 61 in four difi'erent positions in the well known manner. Two quadrant plates 66 and 67 are secured on the rock shaft 55 and are provided re spectively with the cam slots 68 and 69, the cam slot 68 having one offset 70 and the cam slot 69 having three offsets 71, T2 and 73. A pin 74 projects from the fork 54 into the cam slot 68 and a pin 75 projects from the fork 58 into thecam slot 69. moving the upwardly extending arm of the angle lever Site the left, Fig. 7, to

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mined distance of one notch in the locking segment 65, both forks 54 and 58 are moved forward and the continued movement of the upper arm of the lever 61 to the left does not change the positionof the fork 54, but step by step shifts the fork 58 and with it the connecting rod 57 the arm 50 and the fork 47. The clutch ring 31 is provided with two diametrically opposite holes 76 shown in Figs. 1 and 3, for receiving two diametrically opposite pins 77 projecting from the outer end of the hub of the gear wheel 28. The embodiment illustrated shows the proportions of the gear wheel 28 and the gear wheel 14 substantially as 2 to 1, more or less.

l/Vith the parts in the positions shown in Fig. 2, it will be seen that the pins 77 on the hub of the large gear wheel 28 are within the holes 76 of the clutch ring 31 and con sequently the beveled gear Wheel 28 is locked against rotation. It will also be seen that the lugs 51 of the shaft section 39 are in the cylindrical space between the outer face of the flange at the outer end of the shaft section 9 and the inner face of the flange at the outer end of the sleeve 19 of the gear wheel 18. If the shaft 4 is to tated, no motion whatever will be trans mitted to the shaft section 42 because the two are disengaged. If the shaft section 39 is now shifted to the left so that the lugs 51 enter the diametrically opposite recesses in the end flange of the sleeve 19 on which the bevel gear wheel 18 is formed, the shaft section 42 will be coupled to the sleeve 19 and beveled gear wheel 18 and thereby the shaft section 42 is compelled to participate in the rotations of the sleeve 19 but rotates independently of the shaft section 9. If the motor rotates the shaft 4 in the direction indicated by the arrow in Fig. 2, the gear wheel 10 will be rotated in the same direction and the gear wheels 121'4 will be rotated in the direction from left to right and the gear wheel 18 and its sleeve 19 Will/be rotated in the reverse direction from the direction of rotation of the shaft 4 and as the shaft sec tion 39 is coupled with the sleeve 19 and is engaged, as it is at all times, with the shaft section 42, it is evident that the direction of rotation of the shaft section 42 will he the reverse of the direction of the rotation of the shaft 4. As the beveled gear wheel 23 is locked against rotation by the clutch. ring 31 and the beveled gear wheel 14 is rolled. on the fixed gear wheel 28, and the proportions of the gear wheel 28 to the gear wheels l4; are substantially as 2 to l, (more or less), it is evident that the speed of rotation of the shaft section 42 will be proportionately less than the speed of rotation of the shaft section 4.

i ihen the shaft section 39 with its lugs 51 are shifted to the right into the position shown in F ig. 2, the l s 51 are disengaged from the end flange o-f the sleeve 19, and also from the shaft section 9, permitting both the sleeve 19' and the shaft section 9 to turn idly. If, however, the shaft section or clutch 39 is moved to the right the lugs 39 will be out of engagement with the end flange of the sleeve 19 and the lugs 51 will then be in engagement with the end flange at the left hand end of the shaft section 9, the beveled gear wheel 10 will be rotated with the shaft section 4 and the sleeve 19 will be rotated in the same manner as before, but idly, and will not transmit motion. As the gear wheels 14 are rotated in the manner as described before, from left to right, and rolled on the fixed gear wheel 28, the hub or ring 16 is rotated in the same direction as the shaft 4, and as this ring 16 is locked on the shaft section 9, the shaft section 9 will be rotated in the same direction as the shaft '4 and as the shaft section 39 is now engaged with the shaft section 9, it follows that the shaft section 42 will be rotated in the same direction as the shaft 4, that is forward, as far as the machine is concerned. At the same time the speed of rotation is decreased for the same reasons as given above, the ratio bein 2 to 1.

When t e lugs 51 on the shaft section 39 remain engaged with the shaft section 9 and the clutch sleeve 31 is moved to the left, so as todisengage this sleeve from the hub of the gear wheel 28 so that the latter will be free, the shaft 4 will run idle and no motion will be communicated to shaft 42/ When the shaft 39 is shifted to the position where the keys 51 are in the recesses 22, and the keys 39 are shifted into engagement with the keyways 26 then the sleeve 19 will be compelled to turn in unison with the shaft 9. At the same time, the pins 77 are out of engagement with the collar 31,- leaving the gear wheel 28 free to rotate. The gear wheels 10, 12 and -18 and the shaft 9 are then looked together, and the result is that the shaft 42 rotatesvin the same direction and in unison with the shaft 4, thereby giving a direct engine drive and speed. The

operator is thus enabled by moving the hand lever to adjust his machine for oing forward at engine speed, for going orward at less than the engine speed or for going backward at less than the engine speed.

The reduction of the forward and reverse speed may be increased or diminished by varying the relative proportions of the various gear wheels. It is thus possible for the ,operator, by shifting the lever 61, to throw in the slow s eed forward and the reverse geamhyshi ing it still farther, to throw the gears into a neutral position where no motion-will be transmitted; byhshifting it still farther, to disengage the ring 31 from the gear wheel 28; and by still further movement, to throw in the direct drive by coupling the sleeve 19 and the shaft 9 to the shaft 39 by means of the lugs 39 and 5-1 respectively.

In the modified construction shown in Fig. 11, the beveled gear Wheels 10, 12, 1'4, 18 and 28 are mounted in the manner previously described, but the hub of the wheel 28 is provided in its end with -openings 80 for receiving pins 81 projecting fi'om a clutch ring 100*. A cylindrical casing 82 is provided at its outer end with a neck 83 which embraces the shaft 84 corresponding to the shaft part 42 of the first construction. The neck 83 is connected by means of splines 85 with the shaft 84 in such a manner as to compel the shaft 84 to rotate in unisonwith the casing 82, at the same time permitting said casing to slide on said shaft. The casing 82 is provided with an annular groove 86 in which gudgeons on the end of a forked lever 87 pass and which forked lever 87 can be shifted by means of a rod 88 so that by manipulating the rod 88 the casing 82 can be shifted lengthwise, when the ring 100 will also be shifted by reason of the link con nection 100. The shaft section 9 of the construction shown in Fig. 11, is provided at its outer end with a hub 89 provided in its rim with recesses or notches 90 for receiving lugs 91 projecting from the inner surface to the cylindrical casing 82. The gear wheel 18, shown in Fig. 11, is formed on the inner end of a sleeve 92 carrying on its outer end a ring 93 having recesses also adapted to receive the lugs 91 of the inner surface of the casing 82.

When the parts are in the position shown in Fig. 11, that is, with the lugs 91 on the inner surface of the casing 82, engaging the recesses in the ring 93 on the sleeve 92 of the beveled gear wheel 18, and the pins 81 in the grooves 80, the gear wheel 28 is locked against rotation, and the motion from the shaft 4 is transmitted to the shaft 84 through thebeveled gear wheels 1012--14 and 18, to the casing 82, and as the gear wheels 14 are rolled on the fixed gear wheel 28, it is evident that the mot-ion is reversed and reduced in speed. If then the'sleeve 82 is moved to the left, so that its lugs 91 pass into the recesses 90 of the hub 89, at the left hand end of the shaft section 9, the motion is transmitted to the shaft section 9 diroot from the hub 16 and the gear wheel 18 is cut out from action and the direction of rotation will not be reversed but still the speed will be reduced. When the casing 82 is shifted still farther to the left, the lug 91 will pass into the annular groove 82, in which position the shaft 9 will be running free, and also the sleeve 92, carrying the gear 18, will be runnin .free, and no power will be transmitted.

en the casing 82 has been shifted still farther to the left, the lugs 91 will pass into the recesses 90, and the shaft 9 will be coupled to the casing 82 so as to turn in unison with it, and transmit the power of the engine to the shaft 84, at less than the engine speed. As the case 82 is shifted still farther to the left it car ries with it the ring 100 with its lugs 81, until these lugs are removed out of the recesses 80 of the gear 28, in which position no power will be transmitted to the shaft 84. A further movement of the casing toward the left will bring the lugs 102 into the recesses in the ring 93, thereby locking the shaft 9 and the sleeve 92 together, causing the shaft. 9 and the gears 10 and 14 and the sleeve 92'to rotate as a unit, and cansing the shaft 84 to rotate in unison with the shaft 4 and in the same direction, thereby giving a direct forward drive at the same speed as the engine.

Having described our invention, what we claim as new and desire o secure by Letters Patent is l. A change speed gearing comprising, in combination with a drivin shaft and a driven shaft, an intennedlate rotary element, gear disks mounted to revolve isochronously with said intermediate rotary element and also having a separate rotary movement on their own axes,- gear rings provided with gear faces, and means for causing the gear faces to creep over the gear disks and to cease from so doing.

2.,In a change speed gearing, the combination with a driving shaft and a driven shaft, of an intermediate shaft section, a beveled gear mounted to rotate with the driving shaft, beveled gears engaged with the beveled gear on the driving shaft and mounted to revolve isochronously with the intermediate shaft section and also having a separate rotary movement; two beveled gear w eels engaging this intermediate gearing, means for locking one of the last mentioned gear wheels against rotation, and means for weaves locking the other gear wheel to the intermediate shaft section, and a clutch mechanism for engaging the driven shaft with the intermediate shaft section.

3. In a change speed gearing, the combination with a driving shaft and a driven shaft of an intermediate shaft section, beveled gears mounted to rotate with the driving shaft, beveled gears engaged with the beveled gears on the driving shaft and mounted to revolve with and to rotate independently of the-intermediate shaft section; two beveled gear wheels engaging this intermediate gearing, means for locking one of the last mentioned gear wheels against rotation, and a clutch mechanism for engaging the driven shaft with the intermediate shaft section, or with one of the beveled gear wheels which is engaged with the intermediate gearing.

4. In a change speed gearing, the combination with a driving shaft and a driven shaft of an intermediate shaft section, beveled gears mounted to rotate with the driving shaft, beveled gears engaged with the beveled gears on the driving shaft and mounted to revolve with and to rotate independently of the intermediate shaft section; two beveled gear wheels engaging'this in termediate' gearing, means for locking one of the last mentioned gear wheels against rotation, and a clutch mechanism for engaging the driven shaftwith the intermediate shaft section, or with one of the beveled gear wheels which is engaged. with the intermediate gearing, or with that gear which engages the driven shaft with the intermediate shaft section. 1

EDGAR PERCY HQLLEIDAY. READ HOLLIDAY. Witnesses as to Edgar Percy Holliday:

Louis Bnnnosa, AMEEN Aeannnn. Witnesses as to Read Holliday: CLARENCE W. Francis, Evanennmn Francs.

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