US1360171A

US1360171A - Transmission-gearing

Info

Publication number: US1360171A
Application number: US222863A
Authority: US
Inventors: Norman C Kohr
Original assignee: ELECTRIC AUTO LITE CORP
Current assignee: ELECTRIC AUTO LITE CORP; ELECTRIC AUTO-LITE Corp
Priority date: 1918-03-16
Filing date: 1918-03-16
Publication date: 1920-11-23
Anticipated expiration: 1937-11-23

Description

UNITED )sTAilss `eATi-:irT OFFICE.

f NORMAN C. KOHR, OFCOLUMBUs; OHIO, AssiGNORTC ELECTRIC AUTOLLITE CORPORA- "Tron, OF TOLEDO, OHIO, `n CORPORATION Or DELAWARE.

. l vTRAnsivussion'-ainiRriie.

specificationofteaersratent. Patented Nov. 23,1920.

Application flied .Maren is, 191s. seriaino. 222,4863.

To all 'w imm it may concern-f Beit known that I, NORMAN C. KOHR, a

, citizen of 'the United States, Yresiding at Columbus, in the county of `Franklin land .State of Ohio, have invented certainnew and useful yImprovements in Transmission- Gearing, of which I declare the following to be a full, clear, and exact description.

This`-.l1ivention relates to transmission 'gearing 'as employed with electric lmotors Aforstartix'ig internal combustion engines. Thevp'rincipalobject of this invention 1s fito provide a novel and effective `interconnecting gear between the starting motor and engine fly-wheel which will mesh and unmesh automatically and without serious jar to the movable parts.

Further objects, vand`objects relating to economies of ,manufacture and details of construction willdefinitely appear from the detailed descriptionto follow.

. I accomplish the objects of thisinvention 4by the devices .described iny the following i specification.-

Astructure constituting a preferred embodiment' of my inventionis illustrated in the', accompanying drawings, forming a part of this specification, inwhich l Figure I is a'sectional view through a' starting motor; showing the gear Vinl disengaged position; 4- Y i Fig. II is a similarwvlew with the motor casing removedshowingthe gear in "engage ment; 1

Fi. I'V is a detailY view taken Online IV.-VOfIiig. 4

In the drawings, similar reference numerals refer to similar parts throughout the several views, andthe sectional views are ing a bearing at` both ends in the casing,

as at 5 and 6; The shaft 4 is hollow', and adjacent one'end has an internalthread 7, with which is meshedwa secondary or stub shaft 8, having an externally threaded por tion 9. One end of the shaft 8 bears a pinion 10 which is weighted Onone side as at 11, for a purpose hereinafter described.

This pinion ldisvadapted for engagement withgeanteeth 12,4 cut on theflywheel 13 of the engine, and is keyed to the secondary i shaft.

The end ofv the secondary shaft opposite that which bears the pinion 10 has attached to it a cap 14, and adjacent this cap and encircling the secondary shaft is a spiralA compression spring 15. A buffer ringl lies next to the spring 15, as shown.

Mounted on one end of `the sh'aft 4C, and adapted for slidable movement thereon, is a cap 17, having cylindrical walls and an end piece 18 apertured to receive the secondary shaft. Vithi/n this cap andbearing on the end of the main shaft, is a compression spring 19.

The. secondary shaft has axial movement relative to the armature shaft by virtue of its screw threaded relationship therewith. It is limited in its outward movement by engagement of the buffer ring 16 against the outstanding' internal screw thread at 20, and in its inner movement by thevengagement of ,the pinion and the buffer cap 17.

The' normal inactive position of the gearing as is shown in Fig. I. When the motor isstarted and the armature begins to rotate, i

the inertia of the pinion will tend to hold it from'rotative movement, thereby causing Vthe secondary shaft to move inwardly on its screw thread. This inward movement of `the stub shaft brings the pinion into mesh.

` The load of the engine shaft then becomes effective and as the buffer spring ,is being compressed, the fly-wheel is gradually ac celerated up to armature speed without any Vserious jarring effects. As soon as the engine starts upunder its ownpower, the'flywheel speed isfgreatly,accelerated, resulting in a relatively greater rotative speed -in 'the secondary shaft than in the armature shaft.' .The difference in s eed relationship Acauses the secondary sha t.4 to screw outwardly from the main shaft until the buffer ring engages the screw thread terminal,`

when the pinion willf be in complete disengagement from the flywheel.

YI am' aware that the particular einbodiment of my invention, here shown and described, issusceptible of considerable variation without departing from the spirit of my invention, and, therefore, I desire to claim the same broadly as well as specifically as indicated by the appended claims.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent7 is 1. In a starting system for an internal combustion engine having a gear wheel. a driving shaft, a driven shaft screw-threaded i thereto, a pinion. secured to said driven shaft and adapted upon initial rotation of said driving shaft to move longitudinallyv into mesh with said gear wheel, a buffer spring surrounding said driven shaft between said pinion and said driving shaft, and a closel)v fitting protective cap for said spring mounted on the end ofsaid driving shaft.

2. In a starting system for an internal combustion engine having a gear wheel, a hollowdriving shaft, a driven shaft screw threaded thereinto, a pinion secured to one end of said driven shaft and adapted upon initial rotation of said driving shaft to move longitudinally thereof into meshing engagement with said gear wheel, and a compression spring within saidhollow driving shaft and adapted to coperate therewith and with an end portion of said driven shaft to limit the movement of said pinion when moving out of engagement with said gear' wheel. I

In a starting system for an internal combustion engine having .a gear wheel. a hollow driving shaft, a driven shaft screw threaded thereinto, a pinion secured to ,one end of said drivenshaft and ,adapted upon initial rotation of said driving shaft to move toward the same into meshing engagement with said gear wheel and a compression spring within said hollow driving shaft for limiting the outward movement of said pinion and driven shaft upon disengagement of the former from said gear wheel.

4. In a starting system for aninternal combustion engine having a gear wheel. a

hollow driving shaft upon which the, rotawithin said hollow driving shaft for limltlng tho outward dlsengaglng n'loveinent'r of said pinion.

In a starting System -for an internal combustion engine having a gear wheel, the combination of a hollow driving shaft.y a driven-shaft screw-threaded thereinto` a pinion serured to 011e end ol said driven shaft and adapted upon initial rotation of said driving shaft to move longitlulinally thereof into meshing engagement with said gear wheel, a buffer spring surrounding said driven shaft, between said pinion and said driving shaft, a closely fitting protective, cap for said spring mounted on the end of said driving shaft, and a compression spring within said hollow driving shaft and adapted to eoiiperate therewith and with an end portion of said driven shaft to limit the movement of said pinion when moving ont of engagement with said gear wheel.'

In testimonyv whereof7 I allix my signature.

NORMAN C. KOIIR.

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