US1407971A - Elmer e - Google Patents

Description

E. E. WICKERSHAM.

POSITIVE REDUCTION CLUTCH.

APPLICATION man MAY5. 1919.

6 SHEETS-SHEET I.

Fig].

INVENTOR ZZmerZ/Wciera/Emfl ATTORNEY- E. E. WICKERSHAM.

POSITIVE REDUCTION CLUTCH.

' APPLICATION FILED mm. 1919.

E E. WICKERSHAM.

POSITIVE REDUCTION CLUTCH.

APPLICATION FILED MAY 51 1919.

1 ,407,97 1 Pafi ntati Feb. 28, 1922.

6 SHEETS-SHEET 3- E. E. WICKERSHAM.

POSITIVE REDUCTION CLUTCH.

APPLICATION FILED MAY 5, 19H).

Patented Feb. 28, 1922.

6 SHEETSS?'IEET 4.

INVENTOR ATTORNEYS E. E. WICKERSHAM.

POSITIVE REDUCTION CLUTCH.

APPLICATION FILED MAY5|1919.

Patented Feb.28,1922. I

6 SHEETSSHEET 5- Z? 7? Fig INVENTOR I illrzarlflfdfi's/am I ATTORNEY5 E. E. WICKERSHAM.

POSITIVE REDUCTION CLUTCH.

APPLICATION FILED MAY 5, 1919.

1,407,97 1. Patented Feb. 28, 1922.

6 SHEETS-SHEET 6.

INVENTOR [[272 @2 27 fi ia?ens%wz WWW ATTORN EYS UNITED STATES PATENT OFFICE.

ELMER E. WICKERSHAM, OF STOCKTON, CALIFORNIA, ASSIGNOR TO THE HOLT MANU- FACTURING COMPANY, OF STOCKTON, CALIFORNIA, A CORFORATION OF CALI.

FORNIA.

POSITIVE-REDUCTION CLUTCH.

Specification of Letters Patent.

Patented Feb. 28, 1922.

To all whom it may concern:

Be it known that I, ELMER E. l/Vroxna SHAM, a citizen of the United States, residing at Stockton, in the county of San Joaquin and State of California, have invented new and useful Improvements in PositivaReduction Clutches, of which the following is a specification.

This invention relates to a vehicle transmission and particularly pertains to a positive reduction clutch therefor. In vehicles used for heavy hauling and for drawing heavy loads such as tractors, it is common to steer the vehicle by changing the relative driving speeds of the running gear upon opposite sides of the vehicle main frame.

' It is the principal object of the present invention to provide a tractor transmission embodying positive reduction clutches which may j be controlled to make any desired change in the driving speeds of the truck mechanisms by a simple means which will not dissipate the driving force and which will act in itself, to positively make the re duction desired.

The present invention contemplates the use of a two-piece driving axle, the separate units of which may be simultaneously driven by a speed changing transmission and which units may be individually controlled to rotate at the same or different rates of speed.

The invention is illustrated by way of example in the accompanying drawings, in which c Fig. 1 is a view in side elevation, illustrating a complete tractor fitted with the present invention.

Fig. 2 is a view in verticalse'ction taken longitudinally of the tractor transmission, along the line 2-2 of Fig. 5.

Fig. is a view in vertical section on the line 33 of Fig. 2, showing the reversing gear arrangement.

Fig. 1 is a view in horizontal section, as seen on the line 4 1 of Fig. 2, showing the gear pump.

Fig. 5 is a view in plan, illustrating the driving gears of the rear axles and their connection with thetransmission gears.

Fig. 6 is anenlarged fragmentary view through the transmission on the line 6-6 of Fig. 5.

Fig. 7 is a. view in vertical section through the rear axle and the speed controlling units, as seen on the line 77 of Fig. 5.

Fig. 8 is a fragmentary view in section and elevation, illustrating the gear mounted upon the end of the driving axle.

Figs. 9 and 10 are fragmentary views, disclosing the operation of the clutch brakes.

Fig. 11 is a view through one of the positive driven clutches, as seen on the line 11-11 of Fig. 13.

Fig. 12 is a view through one of the positive driven clutches, as seen on the line 1212 of Fig. 13.

Fig. 13 is a view in longitudinal central section through one of the clutches.

Fig. 14; is a View in vertical section through one of the clutches, as seen on the line 1 1l 1 of Fig. 11.

Fig. 15 is a view showing the planetary reduction gears of the clutch.

Fig. 16 indicates a gear train incorporated within the clutch construction. 1

Fig. 17 is a View in section and elevation, showing a modified form of clutch structure, as seen on the line 1"Z-17 of Fig. 19.

Fig. 18 is a view in section and elevation through the modified form of clutch as seen on the line 1818 of Fig. 19.

Fig. 19 is a vertical section through the modified form of clutch.

Fig. 20 is a view in vertical section, showing the modified form of the clutch as taken on the line 20-20 of Fig. 18.

Referring more particularly to the drawings, 10 indicates a tractor main frame here shown as supported. upon self-laying track units 11, which are disposed upon the opposite sides of the main frame and in parallel relation thereto. Generally considered, these units consist of truck frames 12 carrying load supporting rollers 13, which rollers rest upon the lower run of a chain track 14. The forward ends of the truck frames 12 are fitted with idler wheels 15, around which the chain track is led. At the opposite end of the truck frames are disposed driving sprockets 16, over which the tracks pass and by which they are driven. These driving sprockets are simultaneously or independently driven by the transmission mechanism which forms the subject matter of the present application.

Carried upon the forward end of the main frame is. a power plant 17, consisting in the present instance, of an internal combustion engine. connected by a shaft 18 to the drive shaft 19 of a speed changing transmission mechanism 20. As shown in Fig. 2, the drive shaft 19 is suitably journaled in opposite end bearings 21 and 22 and an intermediate bearing 23. These bearings are all formed as part of the transmission housing and hold the shaft in a rotatable condition and disposed horizontally.

Mounted upon the shaft 19 between the bearings 21 and 23, are a large driving gear 24, a small driving gear 25 and an intermediate driving gear 26. These gears are all three keyed in permanent position upon the shaft and are intended to cooperate with sliding gears 27 and 28 splined upon a sec ondary drive shaft 29. A shown in Fig. 3, the primary drive shaft 19 and the secondary drive shaft 29 are disposed with their transverse axes in vertical alignment. The gear 27 is intended to mesh with the gear 24 for high speed driving or with a reversing gear 30 for driving in a reverse direction this gear 30 being in constant mesh with the gear 26. The gear 28 is in tended to be brought to mesh with the gear 25 for low speed driving of the vehicle.

The shaft 19 extends through the end bearing 22 and is there fitted with a bevel gear .31 This gear is: in constant mesh with a bevel gear 32 carried upon a pulley shaft 33. The pulley shaft extends at rightangles to the shaft 19 and in the same plane therewith. This shaft is sup ported'within a separate housing 34, which may be removed from the end of themain transmission housing 21. The pulley shaft 33 is supported within the housing 34 by means of'a fixed bearing 35 at one end of the housing and a. sliding bearing 36 at the opposite end. The sliding bearing is carried with a cup 37 which fits snugly within the bore of the housing and which can be moved longitudinally. The cup 37 also carries a.

thrust bearing 38, taking up the end thrust produced by moving the gear 32 into mesh with. thegear 31. The cup 37 and the bearings 36 and 38 are not directly mounted upon the end of the shaft 33 but are mounted upon a sleeve 39 formed as an extension of the hub of the gear 32,. the sleeve being splined to the end of. the shaft 33 and driven thereby. Due to this means. the gear will be supported and the end of. the shaft afforded a suitably bearing, which will perv init thegears 31 and 32 to be readily moved into or out of engagement with each other.

main transmission and is supported by radial bearings 46 and thrust bearings 46.

.The gear 44 is adapted to drive the shaft 45 and this shaft in turn is provided to simultaneously drive the. opposite ends of axle sections 47 and 48. These sections are in longitudinal alignment with each. other and are disposed beneath the transverse driving shaft 45. Each of the axle members 47 and 48 are fitted with large driving gears 49, which are in mesh with driving pinions 50. Both of these pinions are mounted to circumscribe the shaft 45 and are carried upon sleeves 51. The sleeves 51 extend over the opposite ends of the shaft 45 and are fitted with. bushings 52, by which the shaft is directly supported.

Mounted upon the outer ends of the shaft 45 are gear frames 53 which are clearly shown in Fig. 11 and are provided for the support of worm gears 54 and 55. The worm gears stand parallel to each other upon opposite sides of the axis of the shaft 45 and their shafts 56 are carried in bearings formed as a part of the gear frames 53. As clearly shown in Fig, 12. the worm gears 54 and are fitted with driving pinions at their opposite ends. These pinions are indicated at 58 and 59 and are in mesh with spur gears 60 and 6].. The spur gears 60 and 61 are fixed upon oppositely extending spindles 62 and 63. These spindles are free to rotate Within bearings formed as a part of'the frame 53 and so designed as to dispose the spindles in longitudinal alignment with each other and with the transverse xis of the shaft 45. The outer ends of the spindles 62 and 63 are provided with bevel pinions 64 and 65. These pinions are in constant mesh with a bevel ring gear 66, here shown as formed around the outer face of a gear drum 67. One of these drums is mounted for free rotation.

upon. each of the sleeves 51 and is further supplemented by a brake drum 68, which provides a suitable brake circumference and will cause a driving action to be exerted upon the spur gears 50. This action will rotate the large spur driving gears 49 and will in turn drive the axle members t7 and 1S. The axles 4:7 and 18 extend oppositely from the central body portion of the gear casing and are enclosed within tubular sleeves 71. The sleeves 71 are fitted with inner and outer bearings 72 and 73 for the support of the axles. The outer ends of these sleeves are closed by caps 7%, as shown in Fig. 8. The outer ends of the axles are tapered and receive final drive pinions 75. These pinions are in separate mesh with final drive gears 76, one of which is disposed at each side of the transmission and is held in fixed relation to one of the/driving sprockets 16. As shown in Fig. 1, .it will be noted that the driving sprockets 16 are mounted upon a dead axle 77. r

The brake drums 68 are each fitted with brake bands 78. Theends of these bands are shown in Figs. 9 and 10 as being pivotally connected to a bell-crank 7 9. Two bellcranks are provided and are fixed upon the opposite ends of a brake shaft 81. The brakeshaft 81 may be rotated in opposite directions by a Worm gear 82 secured to it at a point midway its length and whichis in meshwith a complementary worm gear 83. This last named gear is fixed upon a steering shaft 84, rotatably supported within a bearing 85 upon the transmission case. The shaft 84, when operated, will alternately rock the brake shaft 81 and set or release the brakes 68, as desired. By this operation, a variable amount of friction may be established between the brake bands and the drums to produce a variation in the driving speed of the axles 47 and 418 in a manner hereinafter to be described.

As previously noted, the gear 27 and 28 are splined upon the secondary drive shaft 29. Movement of these gears is effected by a shifting yoke 80 carried by a shifting rod 87. This rod extends through sliding bearings in the case of the transmission and is formed with a hand-hold 88 by which it may be shifted. Access to'these gears may be had through an opening 89 in the top of the transmission .case, thisopening being normally closed by a cover 91. A cover is formed with a recess groove 92 adapted to rest upon the edge of the opening and form ing seal therewith. One edge of the cover is hinged to the transmissioncase by a pin while the opposite edge isprovided with flanges 94 engageable by a lock bolt 95. A breather opening 96 is formed in the top of the cover 91 and is adapted to be partially closed by a cup member 97 secured in place by a cap screw 98. a i

In order that the transmission may have positive and continuous lubrication, pipes 99 and 100 are mounted within the transmission case. The pipe 99 extends horizontally above the gear set and is perforated throughout its length. A suitable regulating valve is interposed at some point along the length of the pipe to regulate the lubrication. The pipe 99 leads into a pump casing 102 detachably secured to the side of the transmission and within which are positioned pump gears 103 and 1041. These gears are in constant mesh with each other and operate according to the well-known principle of pump construetion to deliver a liquid from the intalrc pipe 100 to the out-take pipe 99. The gears are driven by means of a vertical shaft 105 extending upwardly through the casing and fitted with a driving gear 106 at its upper end, Thisgear is in constant mesh with the bevel gear 31 carried by the end of the primary drive shaft 19.

Referring to Figs. 17 to 20 of the drawings, it will be seen that a modified form of a positive reduction clutch is disclosed. In the form previously described, a reduction can be had to the point where the gears will stand idle and in this form there is never a reduction which will cause the gears to remain perfectly idle. This difference is, of course, due to the variation in gear ratios existing between the various gears of the train and also in the manner in which they are operated. In this modified form of the invention, the sleeve 51 is fitted with a worm gear 69. Upon the opposite ends of the frame 53, worm gears 51 and are rotatably supported. These gears are in driving re lation to other worm gears 110 and 111, sacured to the ends of their shafts and in constant mesh with complementary worm gears 112 and 113 respectively. The gears 113 are fixed upon shafts 114i. and 115 which stand parallel to the rotating axis of the sleeve and. the outer ends of each shaft are fitted in the gear frame Pinions 116 are in. mesh with ring gears 117 formed as a part of the brake drum structures 118. thus be evident that the operation of the two devices is identical but that due to the difference and arrangementof the gears and their ratios, a different reduction will take place between thedriving shaft 415 and the sleeve 51.

In. operation. it will beassumed that the tractor is driving at low speed. Under these conditions, the gear 25 upon the primary drive shaft 19 and the gear 28 upon the secondary drive shaft 29 will he in mesh. If it is desired to drive the vehicle at higher speed, the gears 24. andv 27 are brought to mesh, as indicated in Fig. 2. Power will then be transmitted from the power plant through the shaft 19 to the gear 241 and from thence to the gear 27 to drive the secondary shaft 29. As this rotates, the bevel gear 13 will be driven and the large bevel gear 44. in mesh therewith. This rotation will drive It will the transverse shaft a5 and will simultaneously rotate the gear frames 53 which are secured to the opposite ends of this shaft. Under normal conditions, it will be assumed that both of the brake drums 68 are free to rotate without restriction from I the brake bands 78 and in this case the gear frames 53, the worm gears 54, the small spur gears 58 and 59, the large spur gears 61 and 62, and the small bevel gears 6a and '75 will rotate in unison while rotating the gear drums 68. At this time the worm gears 5 f and 55 will lock upon the opposite sides of the driving worm gears 69 and will thus cause both of the sleeves 51 to rotate in unison. These sleeves will rotate the spur pinions 50 and they in turn will drive the large driving gears 49. The axle sections 47 and 48 are fixed to the large gears 41-9 and will be thus driven thereby. The shafts 47 and will rotate the pinions 75 and driving motion will then be imparted to the driving sprockets 16, through the final drive gears 7 6. In the event that a turn is to be made, the shaft 81 is rotated, and due to the fact that the bell-crank 79 at the opposite ends thereof are disposed at opposite angles to each other, the brake bands 78 will be tightened from opposite directions, as clearly shown in Figs. 9 and 10. As'the brake bands tighten, the drums 68 and the complementary drum sections 67 will be retarded. This will tend to hold the bevel ring gears 66 and will cause the bevel pinions 64- and 65 to travel therealong. Rotation of the shafts 62 and 63 will thus be set up and this in turn will drive the gears 58, 59, 60 and 61. Rotation of the gears 58 and 59 will produce simultaneous and equal rotation of the worm gears 54 and 55. The result will bethat a loss in driving speed will be established between the gear frame 53 and the gear 69, for, although the frame is movingatits original rate of speed as driven by the shaft 45, yet the gears 5d and 55 are not locked'to produce uniform rotation between the gear frame 53 and the gear 69but are moving in a manner to retard the gear 69 while the gear frame moves at its original speed. This action will, of course, affect the axle portion'in connection with this particular sleeve 51 and will cause the vehicle to turn to that side of the roadway, it being understood that the other drum is free to rotate and that the axle section is rotating'at'its original and normal speed.

In the present instance, the gear ratio is such as to cause the traction devices of the vehicle to remain idle when the drums 68 are held. motionless, the reduction produced ception that the gears are so designed as to cause a creeping action of the vehicle when the brake drums are set.

It will thus be seen that the transmission construction here disclosed, embodies means for positively driving the tracknnits of a vehicle at the same or different speeds-and for producing the variation in driving speeds by means which will not require or consume any great amount of power and whlch Wl-l-l act positively at all times under the control of the operator.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. In combination with a driving shaft, a

communication between the bevel gearof the brake drum and the worm gear upon the frame, whereby retardation of the brake drum, while the shaft is being constantly driven, will produce a variation in the speeds ofrotation of the shaft and the sleeve.

2. In combination with a driving shaft, a clutch mechanism comprising a gearframe secured to the end of said shaft, a pair of worm gears rotatably supported by said.

frame upon diametrically opposite sides of the shaft, a worm wheel in axial alignment with said shaft and with which both of said gears constantly mesh, a driven sleeve freely rotated upon the shaft and upon which the worm wheel is fixed, a reducing gear ciroumscribing the sleeve, and free to rotate in relation thereto, a brake drum carried by the reducing gear, and reduction gearing connecting the worm gears With'the reducing gear, whereby the retardation of the reduction gearby the ap plication of brake pressure upon the drum will operate said reducing gears to produce variation in the speed of rotation of the drive shaft and the-sleeve mounted thereon.

3. A power transmission mechanism for motor-vehicles in which the steering is effected by varying the relative driving speeds of the traction device on opposite sides of the vehicle, comprising a transverse shaft operatively connected with the motor, a divided transverse shaft parallel to the first mentioned shaft, a pair of sleeves separately rotatable on the first mentioned shaft, spur gearing connecting each of said sleeves with one part of the divided transverse shaft, and positive reduction clutches mounted upon the outer extremities of the first mentioned transverse shaft for transmitting motion to said sleeves, each positive reduction clutch comprising an outer drum to Which a brake is applicable, a ring gear secured Within the drum, pinions meshing with said gear two parallel WOI'IH spindles operatively connected With said pinions, and a central worm Wheel meshing with wonns of said Worm spindles, said central worm Wheel being rigidly secured to the adjacent 1O revoluble sleeve.

In testimony whereof I have hereunto set my hand in the presence of two subscribing Witnesses.

ELMER E. \VICKERSHAM.

Witnesses:

O. EHRENFER, R. E. MANN.

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