US1397111A - Reversing mechanism - Google Patents

Description

J. V. PETRELLI. REVERSING MECHANISM.

APPLICATION FILED APR-21. 1911. LSQTI JL 1 1 Patented Nov. 15, 1921.

5 SHEETS-SHEET l- J. V. FETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR-21. 19H.

Patented Nov; 15, 1921,

5 SHEETS-SHEET 2.

J. V. PETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR.2!, 1917.

Patented Nov. 15 1921,

5 SHEETS-SHEET 3.

J. V. PETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR-21, 1917.

Patented Nov. '15, 1921,

5 SHEETS-SHEET 4.

J. V. PETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR.21.1912.

1,397, 11 1 Patented Nov. 15, 1921.

5 SHEETSSHEET 5.

'l' lit Si JOSEPH V. PETRELLI, 031 NEW HAVEN, CGI lIIE CT'ICUT, ASfiIGNGB I'D THE NAVY GEAR TIUN, GET NEW HAVEN, GQNNECTICUT, A CORPORA- IVIANUFAC'IURING COTE/P01 TION 0F DELARVARE.

A'l'lihl? OEHCE.

REVERSING MECHANISIVI.

Specifica ticn of LettersPatent.

Application filed April 21, 1.917. Serial No. 163,591.

accompanying drawings and the charactersof reference marked thereon, to be a full, clear, and exact description oi the same, and which said drawings constitute part of this application, and represent in Figure 1 a plan view ofmy improved re- \Ll'i mechanism.

2 a view thereof in vertical longitudinal section.

Fig. 3 a view in elevation of the forward or driving; end of the mechanism with the outer plate of its chambered driving-member and the compression-plate of its trlcdon-clutch mechanism removed.

4.- a view in vertical transverse section. on the line 4-4: of Fig. 1.

Fig. 5 a detached perspective view of the separately organized friction-clutch of the mechanism. together with the driving gear of the separately or 'anized gear mechanism 7) and the driven-shaft.

ip G a detached perspective view of the gear-cage Fig. 7 a detached edge view of one of the springs employed to separate the friction disks.

Fig. 8 a detached perspective view of one oi the pinion-gear pintles which also act as actuating plungers for the friction-clutch mechanism.

Fig. 9 a view partly in side elevation and partly in section one of the modified forms which my improved reversing mechanism may assume.

My invention relates to an improved reversing mechanism primarily designed for use in motor boats. but also available for use in other situations. the object being;' to produce a simple strong, durable and compact mechanism constructed with particular reference to easeoi access for adjustment, for cleaning, and tor repair, and to minimizing the heating of the mechanism especially during the reverse drive.

\Vith these ends in view, my invention consists in reversing mechanism characterized by having its driving and driven meme bers directly connected by an isolated trio-3 i'lUI1-(7lI -.i1ll mechanism for the forward drive exclusion of the transmission of any 'd driv' through the gear.

' ention 1111' er consists in a reversnism characterized by having its clutch mechanism and its gearing partments.

'l'y inrentionfurtherconsists in a reversmechanism characterized by having its driving; and driven members interrelated so as to have bearing one upon the other for mutual support.

My invention further consists in a revers isolated from each other in separate comingz mechanism having certain details of con struction and combinations of parts as will be hereinafter described and pointed o'ut in the claims.

In carryimgout my invention as herein shown, I employ a three-part driving member constructed to form a special isolated chamber for the frictioirclutch mechanism and comprising a circular outer plate 6 formed with a concentric outwardly extendingr coupling-sleeve 7, a corresponding circu lar plate 8 formed with concentri' lv extendingbearing sleeve 9, and a soacina-r (l interposed between the ed;

1 and 8 and formedwvith trans verse holes for the reieption of assembling bolts 11 also passing; through holes in the edges 01'? the plates. as shown in Fig. 2. The coupling-sleeve 7. before mentioned, is formed with a key-w y 12 and is intended to receive the crank-shaft of the engine or other part designed to connect the reversing mechanism with the source of power, whatever that may be. that under my improvement, the frictionclutch housing constitutes the prime-mover of the device.

The chambered driving-member or friction-clutch housing as thus described, is connected directly with'the driven-shaft 13 by means of alternately arranged bronzeand steel friction-disks 1 and 15 located. within the chamber 16 of the housing, the bronze disks 1% having their peripheries formed with teeth 17 which are interlocked with corresponding internal teeth 18 upon the spacing-ring 10, whereby the bronze disks 1% are positively connected with the driving-member for constant rotation therewith. 011 the other hand the steel. disks 15 I call attention to the fact are formed upon the inner edges of their central openings with teeth 19 which mesh into corresponding teeth 20 formed upon the periphery of a collar 21 secured by a key 22 to the extreme forward end of the drivenshaft 13 which projects into the said chamber 16 and is furnished with'a'threaded stem 23 for the application to it of a heavy,'circular, compression-plate 2 1 formed with a large hub and held against rotation by a screw 25 passing from front to rear through the said hub and entering the collar whereby the plate 24L is fixed to, and rotates with, the driven-shaft 13 Under this con struction all of the steel friction-disks are permanently connected with the driven-shaft 13 for constant rotation therewithl Complementary to the compression-plate 24:, I

employ a flat laterally movable or floating pressure-plate 26 located in the inner portion of the chamber 16 and mounted so as to rotate freely upon the inner end of the said collar 21. The alternately arranged bronze and steel friction-disks 14 and 15 and the plates 2d and 26 between which they interposed, are located entirely within the chamber 16 within the drivinganembe, as aforesaid. i

Helically wound springs 27 having their ends joined to form circles and transversely bowed as shown in Fig. 7, are arranged within the enlarged central openings of the bronze disks 141 and exert a constant effort to separate all of the steel disks. and by so acting on the steel disks tend to separate all of the disks when pressure is removed from the floating pressure-plate 26 during; the reverse drive and alsoin the neutral position of the mechanism. j

For compressing the friction-disks 14- and 15 so as to frictionally couple the chambered driving-member and the driven shaft for the forward drive, I employ short, block compression-plungers 28 arranged in a circular series of six holes 29 in the inner plate 8 of the driving-member, the said plune' being slightly longer than the depth of Lie holes 29 so as to project therefrom. The projecting outer ends of these plungers 23 engage with the adjacent or rear face of the floating pressure-plate 26, while their projecting inner ends bear upon a floating a1 friction thrust-ring 36 located in a concentric annular recess 31 in the forward face of the circular gear-cage plate 32 which is formed upon its opposite or rear face with a circular series of heavy integral webs 33 (Fig. 6) substantially triangular in crosssection and having a gear-cage plate 34- cast upon their rear ends. the said webs connecting and spacing the two gear- cage plates 32 and 34.

A series of six intermediate pinion-gears 35 interposed between the plates 32 and and also between the webs 33 (Fig. 6) are iding bearing in complementary holes i rined for their reception in the plates 32 and llach of the pinion-gears 35'is provided with bushing 37 rotating with it upon its pintle The projecting rear ends of the pintles are furnished with radial pins (Fig. 3) entering notches 39 in the plate whereby the pintles are prevented from turning.

The said gear-cage is mounted so as to rotate upon the sleeve 9 of the inner plate 8 of the chambered driving-member, and since the gear-cage and driving-member rotate independently of each other, an anti-friction bearing-ring a l) is interposed between the plate 32 and the sleeve 9, while a corresponding but smaller bearing-ring l1 is interposed between the plate 34 and the sleeve 9 as shown in Fig. 2.

The said sleeve 9 furnished with an anti-frictioi'i bushing ll so as to reduce friction between the said sleeve and the driven shaft when they rotate relative to each other. A thrust ring 43 is interposed between the collar 21 on the shaft13 and the forward face of the plate 8 as shown in Fig.

2 for taking the rearward pull on the V shaft 13. The forward face of the thrusthead 43 is formed with ashallow annularrecess 51 receiving a thrust-ring 52 engaging with the pr jecting rear ends of the pintles 36 before described. 7

F or the operation of the frictionclutch for the forward drive, I employ, as shown, hree radially arranged operating-levers 53 hung on studs 54 in lugs 55 radiating from a collar 56 slidably mounted upon the rearwardly projecting end of the said hub 49 upon which it is held against rotation by a key 57. The forward ends of the said levers 53am formed with heels 58 which engage with the rear face of the thrust-head l8, whereby the same is forced forward for imparting corresponding forward movement to the pintles 36.

The rear ends of the said levers 53 are connected through slotted toggle links 59 and pins 60, with bifurcated lugs 61 radiating from the forward end of a sleeve 62 arranged to slide upon the driven-shaft 13, the said sleeve having at its rear end a grooved collar 63 receiving a two-part band or strap 64 the parts of which are held together by screws and respectively provided with oppositely extending short trunnions 66 coacting with the slotted arms 67 of a forked lever 68 mounted upon a controller-shaft- 69 (Fig. 4) to which it is secured by a key 70. The said lever is formed with an up wardly extending arm 71 connected to a forked link 7 2 receiving a threaded eye-bolt 73 locked in any position of adjustment by a nut 74. The said eye-bolt 73 is connected by a stud 75 with a knuckle 7 6 formed at the rear end of a cam-plate 77 which is employed for operating the brake-band 78 which encircles a brake-drum 79 secured by r bolts 80 to the plate 32 of the gear-cage and constitutes a housing for the gear-cage and the parts carried thereby and associated therewith.

For the operation of the brake-band 78 by the cam-plate 77, the same is formed with two slots 81 and 82 of which the latter is inclined with respect to the former so as to act as a cam-slot. The said slot 81 receives an anti-friction roller 83 located in a horizontal slot 84 formed in a boss 85 upstanding from one end of the band 78 and turning upon a stud 86 j ournaled in the said boss 85 the slot 84 of which receives one edge of the cam-plate 77.

The inclined slot 82 in the cam-plate 77 receives an anti-friction roller 87 located between the arms of an adjusting-fork 88 and journaled upon a stud 89 mounted therein near the outer end thereof, the fork also receiving the adjacent edge of the plate 77 as clearly shown in Fig. 4. The threaded stem 90 of the fork receives an adjustingnut 91 threaded into an arm 92 upstanding from the other end of. the brake-band 78. The said nut 91 is peripherally notched, and held against rotation by means of a springfinger 93, and provides for compensating for wear between the brake-band 78 and the brake-drum 79.

For compensating for wear between the bronze and steel friction-disks 14 and 15 of the friction-clutch mechanism, I employ a nut-like adjusting collar 94 (Fig. 2) mounted upon the threaded portion 95 of the driven-shaft 13 in position to engage with the rear edge 96 of the sliding collar 56 which positions the thrust-heels 58 of the operating-levers with respect to the rear face of the thrust-head 48. The periphery of the nut 94 is formed with notches'97 for the reception of a spring-locking-finger 98.

To ofiset the action of centrifugal force tending to separate the outer ends of the opcrating-levers 53, and therefore tending to apply the friction-clutch, I employ, as shown, three helical safety springs 99 (Fig. 2) encircling as. many bolts 100 screwed into the thrust-head 48, the said springs be ing interposed between adjusting nuts 101 on the outer ends of the said bolts and integral lugs 102 offsetting from the collar 56 and perforated for the passage of the said bolts through them. The said springs as thus arranged, exert a constant effort to more the collar forward and hence counteract the tendency of centrifugal force to throw the levers 53 outward and bring the friction-clutch into play. The device just described, therefore. constitutes a safety device for preventing the untimely application of the friction-clutch in the operation of my improved,reversing mechanism. To prevent wear due to relative rotation between the inner edge of the drum 79 and the periphery of the thrust-head 48, I interpose a bronze bearing-ring 103 between them, as shown in Fig. 2.

In the use of my improved reversing mechanism, the chambered driving-member and the driven-shaft 13 are frictionally coupled together for the forward drive by rocking the controllersha-ft 69 to bring the parts into the position shown in Fig. 2. whereby the operating-levers are moved outward against the tension of the safetysprings 99 thus seating the forward edge of the collar 56 against the inner face of the nut-like adjusting collar 94 after which the heels 58 of the levers 53 operate to force the thrust-head 48 forward with the effect of moving the pintles 36 forward in the gears this movement being transmitted through the thrust-ring 30, compression-plungers 28, floating pressure-plate 26 and the friction-disks 14 and 15. whereby they are pinched between the said plate 26 and the compression-plate 24. In this manher the alternately arranged bronze and steel friction-disks are frictionally coupled together and effect the coupling of the chambered driving-member and the drivenshaft 13. for the forward drive entirely independently of the gearing. The drivinggear 44, thepinion-gears and the thrusthead 48 turn with the driven-shaft 13 but are not utilized. for the transmission of any power, having no relative movement, and no strain of any sort being imposed upon them during this period. Should anything happen to any of the gears or pinions during the forward drive, the same would be entirely unaffected.

For the reverse drive, the controller-shaft 69 is operated in the direction of sliding the sleeve 62 inward, whereby the operating-levers 53 are drawn inward toward the driven-shaft 13. causing their thrust-heels 58 to move away from the rear face of the thrust-head 48. The springs 27 now assert themselves to separate the friction disks 14 and 15 so as to uncouple the driving-memher from the driven-shaft. At the same time, the cam-plate 77 is drawn rearward with the effect of clamping the brake-band 78 upon the drum 79, whereby the gearcage is gripped and held stationary. The driving-member being continuously rotated now effects the rotation of the pinion-gears upon the pintles 36, setting up a planetary movement which results in the reverse rotation of the thrust-head 48 through the internal gear-teeth 46, and consequently the reverse rotation of the driven-shaft 13 with respect to the driving-member which continues to rotate in the same direction as before. It will be understood that in the intermediate position of the controller-shaft 69 in which the lever 71 will. stand in the vertical position, neither the friction-clutch will function, nor the friction-band 78. At this time, the driving-member will rotate idly. In reversing mechanisms as heretofore constructed, the driving-member has been coupled with the driven-member for the forward drive, by a friction-clutch, but by a friction-clutch organized with the gearing in such a manner as to cause the power of the driving-member to be transmitted to the driven-member through the gearing, which is the most vulnerable part of reversing mechanisms and the part most liable to become deranged. In mechanisms of this character, any accident of whatever descrip tion to the gearing has tended at least, and for the reason above stated, to cripple the mechanism for the forward drive which is the drive chiefly employed. This objection has been overcome by my improved construction in which the coupling of the driving-member and the driven-shaft for the forward drive is effected independently of the gearing in so far that none of the power of the driving-member is transmitted through the gearing to the driven-member. The gearing may therefore be said to be cut out of operation during the forward drive, during which, under my construction, the gearing is safeguarded against accident and kept in reserve for the reverse drive.

Under my construction the friction-clutch mechanism is organized independently and segregated from the gearing, the two mechanisms being self-contained and separately housed, as it were. Under this arrangement, grit which may find its way into the gearing cannot work its way into the friction-clutch to interfere with the operation thereof, and vice versa. The segregation of different types of lubricant is also effected by housing the clutch mechanism and gearing separately, this being important. Thus the graphite commonly used for lubricating gearing, is highly detrimental to the action of frictiondisks. Furthermore, under my construction, the driven-shaft is entered for some distance into the driving-member with the effect of securing a continuous or unbroken connection between the driving-member and the drivenshaft, which are thus virtually telescoped instead of being abutted,

thereby preventing sagging, uneven wear of the parts, and loss of power. By my improved construction, I provide for the positive expansion of the brake-band as well as its positive contraction, insuring greater reliabilityin the operation of the reverse drive and the positive throwing off of the brake during the forward drive and in the neutral position of the mechanism as a whole. By segregating the friction-clutch from the gearing and housing the two de vices in separate compartments, as it were, the heat developed by one is not communicated to the other and vice versa. This avoids the overheating of the respective devices so that when the friction-clutch is operated for the forward drive, it will not be handicapped by an excess of heat taken over from the gearing; and so that when the gearing is operated for the reverse drive, it will not be handicapped by an excess of heat taken over from the friction-clutch. This is particularly important in moving from the forward drive to the reverse drive,

during which latter greater heat is developed than during the forward drive, the reverse drive in reversing mechanisms being limited in period of use by the heat developed. In prior reversing mechanisms, the gearing used in the reverse drive is preheated, as it were, by heat absorbed from the friction-clutch mechanism so that when thrown into action it is already hot and cannot, therefore, be driven for a great length of time before its heat becomes prohibitive and necessitates its being thrown out of action. My improved safety device counteracts the effect of centrifugal force which tends to apply the forward drive during the neutral and reverse positions of the mechanism and with the consequent production of friction and heat. On account of segregating the friction-clutch from the gearing, I am enabled to rotate the housing of the clutch continuously in one direction and therefore, if desired, the housing may be used directly as the driving-member. Thus the plate 6 and its sleeve 7 might be omitted, and the spacing-ring 10 secured directly to the face of a fly wheel or other part, supplying power.

By the employment of springs for the separation of the friction-disks, when they are not functioning in the forward drive, they are held sufficiently apart to operate without generating heat, which they would otherwise do, since they revolve in opposite directions with great rapidity in the neutral and reverse positions of the mechanism.

In the modified construction shown by Fig. 9 of the drawings, the alternately arranged friction-disks 14, 15, are replaced by a sliding friction-cone 104 non-rotatably secured by a key 105 to a shoulder 106 on the driven-shaft 13 which is here shown as formed at its extreme forward end with a threaded stem 107 upon which a retainingcollar 108 is screwed. The cone 104 coacts with a cone 109 consisting in effect, of a bev eled annular flange formed integral with the inner face of the plate 6 of adriving-member in other respects substantially like that shown in Fig. 2.

The cone 104 is operated by short compression-plungers 28 mounted in the inner plate 8 constituting another element of the rhambered driving-member already described, The short plungers 28 are operated by the mechanism already described for operating the friction-disk clutch mechanism best shown in Fig. 2, the only diflerence between the form already described and the form now being described is, that one is a friction-disk clutch and the other a coneclutch.

Of the operation of the modified form of my mechanism shown by Fig. 9, it need only be said that the movement of the short plungers 28 crowds the two cones 104 and 109 of the cone-clutch into close engagement, thus effecting the coupling of the driving-member and driven-shaft without transmitting any power through the gearing during the forward drive. The brake-band 7 8 is provided, as shown in Fig. 4, with integral, 0ppositely located horizontal mounting-aims 110 by means of which the reversing mechanism as a whole is installed.

I claim 7 1. In a reversing mechanism, the combination with a sectional chamber driving member and a driven-member, of a friction clutch for coupling the said members for the forward drive located within the said chainbered driving-member, gearing connecting the said members for the reverse drive, means for operating the friction-clutch, including a sliding collar and operatingdevers carried thereby and adjustablemeans co-acting with the said slidingcollar for counteracting the effect of centrifugal force upon such operating means.

2. In a reversing mechanism, the combination with a driving and a driven-member, of

a frictionrlutch for coupling the said members for the forward drive, gearing connecting the said members for the reverse drive, means for operating the friction-clutch, including a sliding collar and pivotal operating-levers carried thereby, means connected with the said levers through the said sliding-collar for counteracting the eii ect of centrifugal force upon the same during the reverse and neutral positions of the mecha nism and take-up means co-acting with the said collar.

3. In a reversing mechanism, the combination with a driving and driven-member,

t a friction-clutch for coupling the said members for the forward drive, gearing connecting the said members for the reverse drive, means for operating the "frictionclutch including a sliding collar mounting operating-levers, safety-springs connected with the said sliding collar and tending to move the said levers inward in opposition to centrifugal force, and means for adjusting the said springs.

4. In a reversing mechanism, the combination with a driving and a driven member, of a friction-clutch for coupling the said members for the forward drive, gearing connecting the said members for the reverse drive, including an internal gear slidably mounted upon the said driven member, operating levers co-acting with the said internal gear for applying the friction-clutch, a sliding collar mounted upon the said internal gear and mounting the said levers, and a collar adjustably mounted upon the said driven member and co-acting with the said sliding collar for taking the thrust of the levers when the same are operating against the internal gear for applying the frictlon-clutch for the forward drive.

JOSEPH v. PETRELLI.

Witnesses FREDERIO C. EARLE, M. P. NICHOLS.

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