US1099328A - Driving and stopping mechanism. - Google Patents

Description

L. E. TOPHAMW DRIVING AND STOPPING MECHANISM.

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Patented June 9,1914.

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L. E. TOPHAM. nnivme AND STOPPING mnoaamsm APPLICATION FILED AUG. 12, 1912.

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L. E. TOPHAM" DRIVING AND STOPPING mnommsm.

APPLIOATIOH FILED AUG. 12, 1912.

1,099,328. Patented June 9,1914

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Ifwwssas': fiwvenion- L. B. TOPHAM.

DRIVING AND STOPPING MECHANISM.

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ii El li fitventon:

L. E. TOPHAM.

DRIVING AND STOPPING MEGHANISM.

APPLICATION FILED AUG. 12, 1912.

Patented June 9, 1914 6 HEIGHTS-SHEET 5.

UNITED sTATEs PATENT OFFICE.

LAURENCE E. TOPHAM, OF SWAMPSGOTT, MASSACHUSETTS, ASSIGNOR TO UNITED SHOE MACHINERY COMPANY, OF PATEBSON, NEW JERSEY, A CORPORATION OF NEW JERSEY.

DRIVING AND STOPPING MECHANISM.

Specification of Letters Patent.

Patented June 9, 1914.

Application filed August 12, 1912. Serial No. 714,623.

HAM, a citizen of the United States, residing at Swam scott, in. the county of Essex and State 0 Massachusetts, have invented certain new and useful Improvements 111 Driving and Stoppin Mechanism; and I do hereby declare the allowing to be a full, clear, and exact description of the inventlon, such as will enable others skilled in the art to which it appertains to make and use the same.

The invention relates to driving and stopping mechanism adapted for use in hlgh speed machines. a

The object of the invention is to provide novel and improved mechanism by which a machine or mechanism which is normally driven at a high speed may be stopped in a certain and reliable mannerat a predetermined point in its cycle of operations without undue shock and wear upon the parts.

With this object in view the invention contemplates the provision of a mechanism for driving a machine or mechanism at a high speed during its normal operation, and a slow speed driving mechanism which 1s thrown into operation just before the machine is to be stopped, and which first acts as a brake to slow down the machine, and then acts to drive the machine at a predetermined slow speed to stopping position. In the preferred form of the invention the slow speed driving mechanism comprises a friction brake which is engaged at a predetermined time in the cycle of operations of the driven machine to slow down the machine and then drive it at a uniform slow speed, and which is disengaged when the machine is brought to stopping position. The driving, member of the slow speed clutch may be driven in either a forward or reverse direction, and in either case acts as a friction brake to gradually reduce the speed of the driven parts until the slip between the members ceases, after which it either continues the forward motion of the machine or turns it back 'at a uniform reduced speed to stopping position. The

means for throwing the slow speed. clutch into operation is preferably automatic in its action, and is under the control of the operator through mechanism by which he may at will throw the high speed mechanism out of action and render the mechanism for throwing in the slow speed clutch active.

The invention also includes certain further features of construction and combinations of parts which are hereinafter described and set forth in the claims.

The invention will be readily understood from an inspection of the accompanying drawings and the following detalled description of the construction illustrated therein.

In the drawings, Figure 1 is an elevation showing a side view of a machine embodying the invention in its preferred form; Fig. 2 is a similar view of the head of the machine with the parts in the position which they occupy after the machine is brought to rest; Fig-3 is a vertical sectional elevation through the axis of the cam shaft of the machine, the parts being'in the same position indicated in Fig. 2; Fig. 4 is a horizontal view partly in section with the parts in the same position; Fig. 5 is a sectional elevation on line 5--5 of Fig. 4,1ooking toward the left; Fig. 6 is a sectional elevation on line 6--6 of Fig. 4, looking toward the right; and Fig. 7 is a detailed rear view looking toward the right in Fifi. 6.

In the drawings the invention is i ustrated as embodie in a welt and turn sewing machine such as shown and described in the application of Andrew Eppler, Serial No. 44 ,542, filed August 8, 1908, and the slow speed driving mechanism and the mechanism for cont-rolling its operation are constructed and arranged to reverse the cam shaft in stopping the machine, so that the needle is retracted while its hook is empty and is brought to rest in position where it does not interfere with the removal of the shoe. It will be understood, however, that the mechanism illustrated, as well as the invention embodied therein, is not confined in its application to a machine of this character, but ma be used in other machines and in other re ations.

The machine shown is provided with the usual stitch forming and work uiding and feeding devices, which are not shown in the drawings, and these devices are operated through suitable connections by cams carried by the cam shaft 6 of the machine. As

is usual in this type of machine, the cam shaft makes one revolution for each cycle of operations performed by the stitch forming and work feeding devices. I

- Durin the operation of the machine it is driven t rough a belt pulley 7 secured to the end of the cam shaft, and connected by a driving belt 8 with a pulley .9 mounted in the base of the machine- The pulley 9 is connected through bevel gears 10 with a sleeve 11 mounted on the driving shaft 12 and carrying one member 13 of the main driving. clutch. The driving. shaft carries the other member 14 of the clutch, and also carries. the driving pulley 15 through which motion is imparted to the driving shaft.

- The engagement of the members of the driving clutch is controlled through a treadle 16 connected with' the clutch operating wedge- 17. When the treadle is depressed, the members of the driving clutch are forced intoengagement, and the machine is driven at a speed depending upon the pressure which the operator applies to the treadle. When the treadle is released the clutch members are disengaged, thus disconnectin the cam shaft of the machine from the driving shaft; The upward movement of the treadle when it is released also throws into operation the slow speed driving and stopping mechanism. This mechanism, in the construction shown, comprises a reversely driven friction clutch consisting. of the clutch members 18 and 18".

clutch 18 is formed ona flange 24 project-.

ing from a sleeve 25 which is loosely mount- .ed upon the cam shaft 6. The sleeve 25 is free to slide. longitudinally on the shaft,

but is connected to rotate with the shaft bymeans of a block 26-sec'ured to the pulley 7 and arranged between lugs 27 projecting radially from the sleeve 25. The sleeve is held normally in position with the clutch members out of engagement by a sprin 28 arranged in a recess in the block 26 an interposed between the bottom of the recess and the head ofa bolt which carries a plate 29 engaging the lugs 27. The normal position of the clutch sleeve is determined by an. adjustable stop screw 30 which may be adjusted to maintain the clutch sleeve in properrelation to the clutch member. 'When 5 the clutoh."fni embers 18' and 18' are engaged,

they actasj'agfrictional brake to absorb the. energy due to the' momentum of the carn- The clutch'member 18 is formed on a spiral gear 19 which is loosely mounted shaft, and after the forward movement of the shaft has ceased the clutch'acts to turn the cam shaft in a reverse direction at a comparatively slow "speed until the clutch is disengaged, when the cam shaft'is brought the stitch forming mechanism in the proper position for the removal of the shoe.

The mechanism for engaging and disengaging .the clutch at the proper times in the rotation of the cam shaft comprises a cam groove 31 formed in the sleeve 25 and engaged by a roll on one arm of a bell crank lever 32. The other end of the bell crank lever is provided with a hole 33 adapted to receive a coupling device in the form of a pin'34 which is normally held out of .en-

to rest with the needle and other parts of gagement with the lever, so that during the normal'running of the machine the lever is oscillated idly by .the cam. The pin. is-

mounted in the end of aslide 35'which is held in normal position by a spring 36. The

spring surrounds a bolt 37 extending from the rear end of-the slide, and is interposed between a shoulder on the slide and the inner.- end of .an adjustable screw threaded sleeve 38. The bolt 37 carries a nut 39 which engagesthe outer end of the sleeve and holds the spring under tension. By adjusting the nut the tension of the spring may be varied, and by adjusting. the sleeve 38 the slide may be adjusted to bring the coupling pin into proper register with the hole in the end of the lever 32. The pin is forced in a direction to engage it with the bell crank lever by a spring 40, and the lower end of the pin is connected with the treadle 16 so that the pinis held down outof engagement with the bell crank lever so long as the treadle is depressed and the main driving clutch is acting to drive the cam shaft of the machine. A latch 41 is also connected with the lower .end of the coupling pin, and is arranged to engage a shoulder 42 on the'slide 35, and hold the pin in its lower 1 position until the treadle has been-raised sufliciently toallow the pin to engage the bell crank lever. In the construction shown, the latch 41 is loosely pivoted on a rock shaft 43, and is connected with the shaft by a pin 44 projecting through a slotin the hub of the latch (Figs. 4 and5) The rock shaft- I ment of thetreadle the coupling pin isdrawn down against the tension of its spring. This carries the latch 41 under the shoulder 42. When the treadle is released the latch 41 prevents the upward movement of the pin, and the rock shaft 43 is. rocked until the pin 44 strikes the end of the slot in the hub of the latch and swings the latch outward, th'us disengaging it from the shoulder 42. When this takes place the spring forces the pin upward against the under side of the bell crank lever, and when the hole in the lever registers with the pin the pin snaps u into the hole, thus connecting the lever with the slide 35. The cam 31 is so timed that the hole in the end of the bell crank lever is brought into position to register with 'tliecoupling pin at the proper time in the cycle of operations of the stitch forming mechanism. When the pin is en gaged with the bell crank lever the lever is held from movement about its pivot, and the cam 31 acting on the roll carried by the lever, shifts the clutch sleeve 25 to bring the members of the reversing clutch into engagement; When the lever and slide 35 are connected by the coupling pin, the movement of the lever is resisted by the spring 36, and the force with which the members of the friction clutch are pressed together will dependupon the tension of the spring. This may be adjusted to secure the desired braking effect between the members of the friction clutch so that the forward rotation of the cam shaftwill be arrested without undue shock or jar and within the desired part of a revolution. In the construction shown, the parts are so timed and controlled that the coupling pin is engaged with the lever and the friction clutch engaged while the needle is retracted, and just before it begins its advance movement, and the forward rotation of the cam shaft is arrested after the needle has advanced and entered the work. The clutch then acts to turn the cam shaft in a reverse direction at a slow speed until the shaft arrives atthe point where the cam 31 acted to'engage themembers of the clutch, when the revers'ely moving cam acts to again disengage the clutch members. a The cam shaft is therefore brought to the desired stopping position after the momentum of the machine has been gradually overcome by the slip between the members of the clutch at a predetermined slow speed which is unafiected by the speed of the machine at the time the main driving clutch is disengaged. When the reversing clutch is disengaged, the reverse movement of the cam.

shaft maybe finally stopped by a friction brake applied to'one of the cam disks on the shaft, or by a positive stop, or both means may be employed, in which case thepositive sto acts asa safety device to prevent any accidental overrunning of the camshaft. In the construction shown, both devices are employed. As shown, the stop comprises a stop arm 48 secured to a rock shaft49 and having its end arranged to be moved into and out of the path-ref a stop shoulder50 ona cam disk 51 which is-secured to the cam Ishaft;

in the forward rotation of the cam shaft.

With the lever in this position, the stop 48 is out of the path of the shoulder 50. When the rotation of the cam shaft is reversed, a notch in the sleeve acts on the lever 53 and rocks it into the position indicated in Fig. 6, thus rocking the shaft 49 to throw off the thread tension, and also to bring the stop arm. 48 into the path of the shoulder 50.

As shown, the friction brake which is applied when the slow speed clutch is disengaged comprises a brake strap 54 arranged to partially surround a disk 55 on the cam shaft. The front end of the brake strap is secured to a fixed stud 56, and the rear end is connected to the upper end of the arm 52 so that the brake is applied when the shaft 49 is rocked at the completion of the reverse movement of the cam shaft. In order that the brake may be relieved before the machine is started, means are provided for re lieving the tension on the brake strap which are operated by the depression of thetreadle. In the construction shown the rear end of the brake strap surrounds an eccentric drum 57 formed on the end of a rock shaft 58 which is journaled in the end of the arm 52. The other end of the rock shaft carries an arm 59 which is slotted to receive a pin 60 projecting from the stud 61 which'forms the pivotai connection between the link 47 and the arm 46. When the treadle is depressed to start the machine, the link 47 is drawn downward in the manner already described, and the pin 60 acting in the slot of the arm 59 rocks the shaft 58 to relieve the pressure of the brake band upon the disk 55.

The brake therefore offers no resistance to the rotationof the machine when the main;

drivin clutch is engaged.

Whi e in the construction described the driving member of the slow speed clutch is driven in a reverse direction so that the cam shaft of the machine is reversed in stopping the machine, substantially the same mechanism may be employed for bringing the camor driving shaft of a sewing or other machine into stopping position without reversing the shaft. In such case the driving member of the slow speed driving clutch will be driven in a forward direction, as, for instance, by connecting the pulleys 7 and 9 by ano'pen nstead of a cross belt. In this case the-clutchmembers when engaged will act as? a friction brake to absorb the energy due at a predeterminedpoint in the'rotation of the cam shaft, and at a point suiiiciently in advance'of the "point where the shaft is to be'stopped, to insure a proper braking interval and gradual slowing, down of the shaft'bcfore it is brought into stopping position. The proper braking and slowing down of the shaft without undue shock or jaris therefore insured, and the shaft is uniformly driven at the speed of the slow speed clutch into stopping position regardless of the speed of the machine at the time that the main driving clutch is disengaged.

Havlng explained the nature and object of the invention, and specifically described one form of mechanism in which it may b embodied, what is claimed is 1. A driving and stopping mechanism, having, in'comhination, a shaft, hi h and low speed driving mechanisms there or, means under the control of the operator for shifting to the low speed driving mechanism at a certain predetermined time in the rotation of the shaft, and means for stopping the shaft-While it is beingdriven by the,low'

speed mechanism.

2. A driving and stopping mechanism, having, in combination, a shaft, high and low speed driving mechanism therefor,

means vunder the control of the operator operating automatically to shift to the low speed driving mechanism at a certain predetermined time in the rotation of the shaft, and means for stopping the shaft While it is beingdriven by the low speed mechanism.

3. A driving and stopping mechanism, having, in combination, a main driving mechanism and reverse low speed driving mechanism constructed to first act as a" fric tion brake to gradually arrest the forward movement of the driven parts, and to then drive them at a slow speed back to stopping speed driving mechanism having provision;

position.

4. A driving and stopping mechanism, having, in combination, a shaft,=a high speed driving mechanism therefor under the con- 'trol of the operator, a low speed friction clutch, and means acting automatically when the high speed mechanism isthroWn out by the operator to engage the clutch at a predetermined point in the rotation of the shaft and to disengage the clutch when the shaft is brought to stopping position.

5. A driving and stopping mechanism, having, in combinatioma shaft, a high speed driving mechanism therefor, a low speed reversing friction clutch, and means for engaging the clutch at a predetermined (point in the rotation ofthe shaft and for sengaging the clutch when the shaft is brought to stopping position.

6. A driving and stopping mechanism,

having, in combination, a shaft, main driving mechanism therefor, low speed driving mechanism havingprovision for frictionall resisting the forward movement of the sha when thrown into operation, means under the control of the operator for throwing the slow speed driving mechanisminto opera-V tion at a predetermined point in the rotation of the shaft, and means for throwing the low speed driving mechanism out of operation and stopping the shaftat a predetermined point.

-7. A -driving and "stoppingrmechanism, having, in combination, a shaft, a main driva driving mechanism therefor, braking and,

low speed driving vmechanism, means for throwing the braking and low speeddriving mechanism into and out of operation including a timing cam, a lever normally engaging the cam, and means for rendering said cam and lever active when the main driving mechanism is thrown out of operation.

9. A driving and stopping mechanism, having, in combination, a shaft,.high' speed driving mechanism therefor, a braking and reverse driving mechanism, means for throwing said brakingand reverse driving mechanism into and out of operation including a timing cam, and means for rendering said cam active when the'main driving mechs anism is thrown'out of operation. Y

i 10. A driving and stoppingmechanism having, .in combination, a shaft, .a high speed driving mechanism therefor, av low for frictionally resisting the forward movement of the shaft. when thrown into operas tion, means for throwing said low speed driving mechanisn into and out of L ation including a timing-cam and a normallyinactive actuating lever'normally engaging the cam, and means for rendering sai l lever and.

cam active vshen the high, speed driving mechanism is thrown out.

1]. A driving and stoping mechanism,

having, in combination, a haft, a high speed driving mechanism therefor, a reversely' driven. low speed friction clutch, devices driven from the shaft for engaging'and disengaging the clutch, and means for rendering said latter devices active when the high speed driving mechanism is thrown out.

12. A driving and stopping mechanism, having, in combination, a shaft, driving mechanism therefor including a starting and stopping treadle, a low speed clutch comprising a friction clutch member connected to rotate with the shaft, a cam driven by the shaft, an actuating lever operated by the cam, and a coupling device operated by the treadle for renderlng the lever and cam active to engage the low speed clutch when the 'treadle is actuated to stop the shaft.

13. A driving and stopping mechanism, having, in combination, a shaft, a treadle controlled driving mechanism therefor, a low speed friction clutch one member of which is connected to rotate with the shaft, a cam on the clutch member, an actuating lever operated by the cam, a spring slide, and a coupling pin 0 erated by the treadle for connecting the sli e and lever when the treadle is actuated to throw out the driving mechanism.

14. A driving and stoppin mechanism, having, in combination, 'a sha t, main driving mechanism therefor, a low speed friction clutch member mounted on the shaft, a cooperating clutch member connected to rotate with the shaft, a cam connected with the shaft, and devices rendered active upon the throwing out of the driving mechanism for cooperating with the cam in engaging and disengaging the clutch members.

15. A drivin and stopping mechanism, having, in com ination, a shaft, a treadle controlled driving mechanism therefor, a low speed friction clutch member mounted on the shaft, a cooperating friction clutch member connected to rotate withthe shaft, a cam on the latter clutch member, a lever operated by the cam, a spring slide, and a coupling device operated by the treadle for connecting the lever and slide.

16. A driving and stopping mechanism, having, in combination, a shaft, a treadle controlled driving mechanism therefor, a low speed friction clutch one member of which is connected to rotate with the shaft, means for engaging and disengaging the clutch includin a timin cam driven from the shaft, a friction bra e, means for applying the brake when the friction clutch is disengaged, and means operated by the treadle for releasing the brake in starting the driving mechanism.

17. A driving and stopping mechanism, having. in combination, a shaft, a treadle controlled driving mechanism therefor, a low speed friction clutch, mechanism for engaging and disengaging the clutch comprising a cam driven by the shaft, a lever operated by the cam, and a coupling pin for engaging the lever, and devices connecting the coupling pin with the treadle comprising a latch for preventing the engagement of the pin with the lever during the initial movement of the treadle.

LAURENCE E. TOPHAM.

Witnesses:

CHESTER E. Rooms, MABEL A. SIVE'IT.

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