US1092639A - Gearing. - Google Patents

Description

Patented Apr. 7, 19M

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F. T. FLI NGHBAUGH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

COLUMBIN PLANOGRAPH 50., WASHINGTON, D. c.

P. T. FLINGHBAUGH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

Patented Apr. 7, 191 i 4 SHEETS-SHEET 2.

Smewboz COLUMBIA PLANOGRAPH c0.. WASHINGTON. D c.

F. T. FLINOHBAUGrH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

1 092 39 Patented Apr. 7,1914

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awe/whoa ra'fimaau k COLUMBIA PLANOGRAPH CO.,WASHINGTON. D. c.

F. T. FLINGHBAUGH.

GEARING.

APPLICATION FILED JAN. 29, 1909.

Patented Apr. 7, 1914.

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FREDERICK T. FLINCHBAUGI-I, 0F YORK, PENNSYLVANIA.

GEARING.

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Specification of Letters Patent.

Patented Apr. 7, 1914.

Application filed January 29, 1909. Serial No. 475,028.

To all whom it may concern Be it known that l, FREDERICK T. FLINCI-IBAUGH, citizen of the United States, residing at York, in the county of York and State of Pennsylvania, have invented certain new and useful Improvements in Gearing, of which the following is a specification.

This invention comprehends certain new and useful improvements in self-propelled vehicles, and relates particularly to improvements in traction engines, the inven tion applying to traction engines in which the prime mover is an internal combustion engine.

As is well known, prime movers of this character are ordinarily constructed so that their drive shafts can turn in one direction only, and in order to propel the vehicle rearwardly, itis necessary to shift parts of the transmission gearing.

Usually, the transmission gearing is so arranged that the traction engine or similar vehicle will have one speed ahead, namely, a relatively high speed, and one speed in a rearward direction, the latter being a relatively low speed.

From one standpoint, my present invention has for its object a self-propelled vehicle in which the prime mover is an internal combustion engine so correlated with a simple and efficient construction of reverse gearing, that the vehicle may, as will be hereinafter specifically described, have two different speeds ahead and two different reverse speeds, the prime mover being so constructed that the driving shaft thereof may be easily reversed, as to its direction of rotation, whereby the direction of travel of the vehicle may be reversed, without shifting the movable parts of the transmission gearing, or the transmission gearing shifted without reversing the direction of movement of the drive shaft, thereby attaining the object above mentioned. And the in vention also has for its object a simple, du-

rable and efiicient construction of transmission gearingapart from the reversible prime mover above mentioned, although when combined with such prime mover, accomplishingresults as above set forth, of which it is incapable by itself.

In one of its aspects, my present invention contemplates improvements 'in that type of transmission gearing which is disclosed in any prior Patent No. 2L477, dated May 22, 1906, and has for its primary object a simplified arrangement of parts, whereby the same useful results may be accomplished as are accomplished by the patented structure just mentioned, but with the use of fewer mechanical elements.

In another aspect, the invention contemplates the combination with the transmission gearing, of the improvements disclosed by my U. S. Patent No. 821,477, dated May 22, 1906, which consists of a gasolene motor or other internal combustion engine so constructed that the direction of rotation of its driving shaft may be easily changed.

With these and other objects in view that will more fully appear as the description proceeds, the invention consists in certain constructions, arrangements and combinations of the parts that I shall hereinafter fully describe, and then point out the novel features thereof in the appended claims.

For a full understanding of the invention and the merits thereof, and to acquire a knowledge of the details of construction, reference is to be had to the following description and accompanying drawings, in which: I

Figure 1 is a side elevation of a portion of a traction engine embodying the improvements of my invention; Fig. 2 is a top plan view thereof, the gasolene motor being omitted; Fig. 3 is a transverse sectional view thereof, the section being taken on the line 3+3 of Fig. 1; Fig. 4 is a longitudinal sectional view, through a portion of the actuating gear; Fig. 5 is a detail gplan view of a portion of the shipping bar; 'Fig. 6 is a detail view illustrating the cam for reversing the direction of movement of the drive shaft of the engine; Fig. 7 is a detail sectional view of a portion of the shaft-reversing mechanism; and, Fig. 8 is a transverse sectional view through the framework of the traction engine, the section being taken substantially on the line of the main drive shaft.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

Referring to the drawings, the numeral 1 designates the framework of a traction engine, which framework may be of any desired construction and design and in which are mounted axles for the ground. or traveling wheels, the framework also supporting the engineor prime mover and the gearing and clutches designed for operation therewith.

The driving shaft 2 of the engine, which in this instance is a gasolene or other internal combustion engine, carries a spur pinion 3 which is loose thereon and which is designed to be clutched to the shaft by the proper manipulation of a shipper lever 4 fulcrumed on a bracket 5 secured to the framework 1 in any desired way. The pinion 3 meshes with a transmission gear wheel 6 mounted to turn loosely upon a transverse shaft 7 mounted on top of the framework and designed to be clutched to said shaft by a shipper lever 8 operating a slide clutch 9 of the pin or solid aw variety. The shaft 7 also carries, preferably at its end opposite the end on which the gear wheel 6 is mounted, a spur pinion 10 which meshes with a differential gear wheel 11 on atransversely eX- tending driven shaft 12 also mounted on top of the framework. In addition to the gear wheel 11, the shaft 12 carries at its ends, pinions 13 which mesh respectively with the gear wheels 14 carried by and secured in any desired way to the rear ground or traveling wheels 15.

The gear wheel 6, above mentioned, meshes with a respectively smaller gear wheel 16 mounted loosely upon one end of a transverse shaft 17 journaled in suitable bearings underneath the longitudinal sills of the framework 1. The gear wheel 16 is designed to be coupled to shaft 17 by means of a clutch operated by a shipper lever 18. This shaft 17 carries a spur pinion 19 which, like the pinion 10, meshes with the gear wheel 11 which is mounted on the shaft 12.

If the driving shaft 2 of the gasolene motor or similar prime mover rotates in the direction illustrated by the full line arrow in Fig. 1, it is obvious that when the gear wheel 6 is clutched to the shaft 7, while at the same time the gear Wheel 16 is permitted to run free, the consequent rotation of the shaft 7 will, through the instrumentality of the pinion 10, gear wheel 11, shaft- 12, pinions 18 and gear wheels 14, turn the traveling wheels 15 in a direction to propel the traction engine rearwardly, the rotation of the several wheels and shafts, being inclicated by the full line arrows. And to propel the vehicle'forwardly, it is obvious that, with the same direction of the main shaft 2, it is only necessary to uncouple the gear wheel 6 from the shaft 7 and to couple the gear wheel 16 to the shaft 17, whereupon the movement of the shaft 2 will be transmitted by the ear wheel 6 and gear wheel 16, to the shaft 17 and communicated by the pinion 19 to the gear wheel 11 to turn the same and the shaft 12 in an opposite direction from that just before described, thereby imparting a forward rotation to the traveling and all stripping of the teet or ground wheels 15. In this movement,

it 1is obvious that the shaft 7 is running id e. r

In order to shift the gears to accomplish this reversal of movement of the traveling wheels 15 with the drive shaft 2 operating in the one direction, I preferably employ the principles disclosed in my prior Patent #821,477, before mentioned, the parts consisting of a series of transversely extending slides 4, 8 and 18 suitably mounted in the framework 1 and operatively connected at one end to one arm of the respective shipper levers 4, 8 and 18. Each of the slides carries a roller 20, and the said rollers operate in cam slots 21, 22 and 23 formed in a longitudinally extending shifting-bar 24. The cam slots 22 and 23 work in opposite directions and are provided opposite their working portion with straight extensions so that when the shifting-bar is moved in a direc-. tion for the rollersto enter the straight portions of the slot, the latter will have no effect upon the slides 8' and 18 The straight portions of the two slots extend in opposite directions as shown, so that when the shifting-bar is moved in one direction, one of said slides will be actuated without the other, and vice versa. The cam slot 21 is however a double cam,having two actuating portions 011 each side of the middle straight portion, so that no matter in what direction the shifting-bar 24 is moved, said slot will operate to shift the slide 4 and couple the driving pinion 3 to the drive shaft 2. The shifting-bar 24 is operatively connected to a vertically disposed hand lever 25 fulcrumed upon the drivers or operators platform on the rearend of the framework. It is obvious that a middle or upright position of the hand lever 25 will hold the several clutches in an inoperative position. A forward movement of the hand lever will 'first rock the hand lever 18 so as to engage the gear wheel 16 and connect the gears together for a forward movement of the vehicle with the shaft turning'in the direc tion indicated by the full line arrow in Fig. 1, and a continued forward movement of the hand lever will then, by means of the cam portion of the slot 21 throw in the clutch of the pinion 3 and slightly couple the drive on the engine shaft 2 to the driver parts, turning them sufficiently to engage the positive clutch on the gear 16,, provided the clutch jaws have not been properly lined, there being a relief spring, as shown in Fig. 2, in the shipper lever 18. When-the clutch has been positively engaged, thehand lever 25 will be continued forwardly to'lock the clutch on the shaft 2.to the pinion 3, thereby making apositive drive on the gears. In other words, the engine is not thrown in until the gears have been properly shifted is thereby lac avoided. Conversely, a rearward movement of the hand lever 25 from the upright or neutral position, will result in coupling the gear wheel 6 to the shaft 7 and the setting of the gears for a rearward movement of the vehicle, the shaft 2 turning in the direction indicated by the full line arrow in Fig. 1 before the continued rearward movement of the hand lever shall have coupled the driving pinion 3 to the shaft 2.

From the foregoing description, it will be understood that my improved transmission gearing provides for the propulsion of the vehicle in one direction at a relatively high speed and in the opposite direction at a relatively low speed, with the drive shaft of the engine or motor turning in the one direction. It is therefore evident that if provision be made for reversing the direc tion of rotation of the drive shaft 2, the

speed may be reversed, and what would otherwise be a two-speed transmission gearing is then converted into a four-speed gearing. For instance, in the example of the operation of the transmission before given, the vehicle is arranged for a high speed ahead and a low speed backwardly with the drive shaft of the engine turning in the direction indicated by the full line arrow in Fig. 1. Hence if the shaft be caused to rotate in the opposite direction, as indicated by the dotted line arrow in Fig. 1, it is at once apparent that the vehicle may be propelled rearwardly at a high speed and forwardly at the low speed, and thereby the mere shifting of the hand lever 25 and the setting of the gears,

together with the proper changing or setting of the drive shaft 2 to rotate in one direction or the reverse, the vehicle is by a very simple arrangement provided with four speeds, namely a high speed ahead, and a low speed rearwardly, and a low speed ahead and a high speed rearwardly.

Referring particularly to Fig. 1, 26 designates an internal combustion engine of the four-cycle type provided with any desired form of sparker 27 adapted to be. actuated by a tappet-rod 28 which has connection with a slide 29 held in place and directed in its reciprocating movement by suitable keepers on the framework of the engine. The slide 29 is formed with a vertically disposed guideway 30 in which the links 31 and 32 alternately mounted, one link being idle and the other acting according to the direction of the travel of the engine. The links 31 and 32 are pivotally connected to a pitman 33 which in turn is connected with one arm of a bell-crank lever 34, the other arm of said bell-crank being connected by a link 35 with a hand lever 36.

Two rocker- arms 37 and 38 are pivoted as at 39 to the frame of the engine, and are respectively connected by rods or bars 10 to the reverse links 31 and 32. Each rocker idle.

arm is provided with a roller 41 adapted to bear against the edge of the respective cooperating cams 42 and 43. The rocker arms a re acted upon to hold their rollers in contact with the cooperating cams by yielding means such as spring-pressed rods at. The drive shaft 2 of the engine is provided with a gear wheel 15 meshing with a gear wheel 46 mounted upon a stud shaft 417 secured at its inner end to the engine frame and supporting the cams 42 and 43 which are con nected with each other and with the gear wheels 46 to rotate therewith.

The two cams 42 and 43 are of like formation but of different angular arrangement, in order to operate the engine in either one direction or the other. Each is formed with raised or cam portions designated A, B, C and D. The cam portion a at one end of the cam portion A. effects the opening of the exhaust, the latter remaining open until the cam portion 5 in the end of the part A is reached. From 6 to C, the engine is aspirating and drawing a charge, and from the point C to D the charge is compressed, and at D the sparker is actuated to fire the charge. From D to a, the engine is operated on the explosive stroke, and at a. the exhaust begins to open. and is held open by the cam portion A until the cam portion 5 is reached, when the exhaust will close and the engine again sucks in a charge. t is to be noted that the cam portion B is about opposite the cam portion D, but when the engine is running in one direction, the point B will not effect the explosion of the charge, because the engine at this time is beginning to draw in a charge preliminary to compressing the same for effective work when combustion takes place. When the cam portion D reaches a position to actuate the rocker arm con nected with the slide 29, the charge is properly compressed and the sparker is ready to effect the explosive discharge, so as to impart an impulse to the engine to continue its movement in the same direction.

It will thus be understood that only one rocker arm at a time has positive or effective connection with the slide 29 to cause movement of the latter, the other rocker arm while oscillating, being a dead member or Upon actuatingthe reverse lever 36, the position of the links 31 and 32 is changed. While the position of the links is changed with reference to slide 29, the shaft 2 continues to rotate in the same direction, and hence the cam 42 that was actuated prior to operating the reverse lever, now becomes inactive, and the idle cam 43 is brought into play, the projection or cam portion B of said cam 43 operating the arm 38, and through the connecting means operates the slide 29 to affect the sparking mechanism. The compressed charge is thereby exploded out of its regular order so as to drive it backward in the opposite direction and thereby give an initial impetus to the engine for reversing the same, and after this initial impetus has been imparted to the engine in the reverse direction, the cam portion D of the cam 43 operates the sparker in the regular way as to drive the engine continuously in such reverse direction.

\Vhile I have illustrated my improved transmission gearing as combined with a special embodiment of internal combustion engine in which the drive shaft may be rotated in both directions, it is to be understood that the gear arrangement also applies to a self-propelled vehicle mounted with an internal combustion engine that operates only one way and using high speed forward and low speed backward.

Having thus described the invention, what I claim is: r

1. The combination with a framework, and a reversible drive shaft mounted thereon, of a transversely extending driven shaft mounted on top of the framework, a counter shaft interposed between the driven-shaft and the drive shaft, a transmission gear wheel loosely mounted upon said countershaft and operatively connected to the drive shaft, said counter-shaft being operatively connected to the driven shaft, a second counter-shaft mounted underneath the framework and operatively connected to the driven shaft, a gear wheel loosely mounted on said second counter-shaft and meshing with the transmission gear wheel on the firstmentioned counter-shaft, and means for operatively connecting .said last-named gear wheel and said transmission gear wheel alternately to their respective shafts.

2. The combination with a framework, 40

and a reversible drive shaft mounted thereon, of a transversely extending driven shaft mounted on top of the framework, a gear wheel on one end of said driven shaft,

a counter-shaft journaled on top of the framework, a pinion mounted on one end of said counter-shaft and meshing with the gear wheel on the driven shaft, a transmission gear wheel loosely mounted on the opposite end of said counter-shaft, a pinion meshing with said transmission gear wheel and loosely mounted on the drive shaft, a second countenshaft mounted underneath the framework, a pinion mounted on one end of said second counter-shaft and meshing with the gear wheel on the driven shaft, a gear wheel loose on the opposite end of'said second counter-shaft and meshing with the transmission gear wheel but of relatively smaller diameter than the transmission gear FREDERICK 'r. FLINGHBAUGH. a. s.]

Witnesses:

W. N. lVooDsoN, FREDERICK S. Srrr'r.

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

Washington, D. G. i

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