US1502647A - Change gear - Google Patents

Description

Juy 22 1924. 1,502,764?

D. CA KLAUSMEYER CHANGE GEAR Original Filed Aug. 25, 1920 Www/Mm Patented July 22E, i924.

narran STATES itze'? PATENT OFFICE.

DAVID lC. -KLAUSIIYIEIYER, OF CINCINNATI, OHIO, ASSIGNOR TO THE CINCINNATI BICKFORD TOOL COMPANY, OF OAKLEY, CINCINNATI, OHIO, A CORPORATION F omo.

CHANGE GEAR.

Original application led August 25, 1920, Serial No. 406,009. Divided and this application filed January 3, 1924..

To all lwhom t may concer/n:

Be it known that I, DAVID C. KLAUSMEYER, a citizen of the United States, and residing at Cincinnati, in the county of Hamilton and State of Ohio, have invented new and Improved Change Gears, of which the followinspecification is a full disclosure. his invention relates to so-called change gears wherein different gear ratios are rought into serial relation to yield any one of a predetermined number of speeds; this application being a division of my co-pending application Ser. No. 406,009 filed August 25,1920.

An object of the invention is to devise a speed-change system of a very simple, compact nature appropriate for various types of machine tools and especially for power drills.

Other objects and advantages will be in part indicated in the following description and in part rendered lapparent therefrom in connection with the annexed drawings.

To enable others skilled in the art so fuliy to ap rehend the underlying features hereof that they may embody the same in the various ways contemplated by this invention, drawings depicting a preferred typical construction have bcen annexed as a part of 3o this disclosure and, in such drawings, like characters of reference denote corresponding parts throughout all the views, of which:

Fig. l is a side elevation of a gear box enibodying this invention. Fig. 2 is a sectional development thereof showing the relations between the respective gears and illustratingl certain details of the gear shaft instrumentality. Figs. 3 and 4 are detail sectional views showing the means for shifting the 4o ear-units later to be referred to. Fig. 5 is a diagrammatic representation of the flow of motion in this feed-change mechanism.

Turnin now to Fig. 5, the scheme of transmission will be understood. The power '45 is transmitted from p, the prime-mover,

'alon the main-line transmission p-a-b to the )unction line b-c or 6 0., depending upon whether the clutch (which in this case assumes the form of a shifting gear) establishes connection between the terminals o and d or the terminals c and cl. The power then is transmittedl from d or d b where it takes either branchable clutchz (as the case may Serial No. 684,155.

be) to either of the terminals e, e', e or e", depending u on which of the gaps e-/, ee -f or e-.f are closed by an appropriate clutch-operation, such, for example, as a gear-shift. nals, the power is transmitted to g and then to h where it is utilized. This arrangement affords Ito gear ratios b-c--cL- 4and b-cdm either of which may be arranged in series with any one of the four different gear ratios -e-- -efetc; thereby yielding eig t different speed.. Since the branch-line transmissions have different individual ratios, it will be seen that not `more than one of the gaps c-cZ and clf may be closed simultaneously, and likewise but one of the gaps e-f, e-f', etc., may be closed during the same period. Furthermore, the general system should not be transmitting power (i. e., gap g- -a should beopen) when the clutch-operations are being performed otherwise parts would be injured. Hence in the structural enibodiment of this scheme, a novel interlocking instrumentality is resorted to to safe.- guard against this contingency. This will now be explained in detail.

Referring now to Fig. l, a suitable casing A provides journals for a intermediate rshaft Y; an a delivery shaft Z. Shiftably splined toI the shaft X is a ear couplet C'vproviding two gears c1 and 02.

eyed to the vintermediate shaft Y are two gears Z1 and d2 rati'oed .differently and adapted to be brought into mesh with the aforesaid gears o1 and c2; there being on this shaft also gears e1, e2 and e4. On the delivery shaft Z there are two shiftable gear couplets F and F providing gears f1, f2, f3 and f4 which, by shifting of the appropriate gear couplet, F or F', may be brought into mesh Y-`with the respective one ofthe four above-mentioned gears. These gears are differently ratioed so that this arrangement provides eight different ratios between the driving and the driven shaft.

A prime-mover, here instanced as a pulley B, is arranged adjacent the shaft X and may be connected therewith by means of a suitsuch as the friction clutch D, which rovides an expansible shoe g adapted to be orced into an engagement with the surface p of the pulley B, by the wedge-acower shaft X, an

From such termition of a taper bar 1 controlled in positionV by the shiftable collar 2. A construction suitable for-this purpose is exemplified, for example, by the patent to Norris No. 1,030,424.

The positionl of the shiftable collar 2 is determined by means of a yoke3 secured to a rod 4 which translates in bearings 5 and 6 and is actuated by means of a lever 7 having an operating handle 8 and terminating in an arm 9 having a suitable connection with the rod 4 as, for example, by means of the tongue and groove connection 10. The rod 4 hasa portion 11 extending into the bearing 6 and provided with two notches 12 and 13 into which the wedge-shaped end of two locking pins 14 and 15 may enter. It will be seen that, by virtue of the wedgeshaped extremities ofthe pins 14 and 15, the rod 4 can freely"translate when these pins are in the notches 12 and 13 onlylin case there is nothing to prevent the ins 14 and 15 from freely moving longitu inally. As will subsequently appear, such longitudinal movement is prohibited under certaln conditions by the\ levers that control the shifting of the gears. That -is -to say, it is only after the gear-shift levers have been moved' to establish an appropriate meshing relation' between the different gears, that it is possible to translate the rod 4 and connect the power with the gearing.A The converse is also true that, aftergthe rod 4 hasv been shifted to connect the power with the gearing, it becomes impossible to move either of the gear-shift levers and, if it be desired to change the gear ratio, the power lever 7 will have to be rst 'restored to its inoperative position.

A single flever K controls the position of the gear couplet C. This lever (see Figs. 1 and 3) is secured to a shaft. 16 journaled in a bearing 17 and having connected to its inner end an arm 18 the end of which pivotally carries a shoe 19 that rides between the gears cland o2, and determines the position of the gear. couplet in accordance with the angular position of the lever K which is moved by the handled portionK. The hub of the lever K carries a notched segment M provided with two notches m1 and m2 which will be in registry with the upper tapered extremity of the pin l5, when the correspondlng gearscl and c2 are in engagement. It will be seen that, in this condition of registry, the pin 15 is free to translate, and therefore does not lock the rod 4. Likewise when the lever K is in the intermediate position shown by Fig. 1, the periphery of 4 cannot be moved. So also, whenever the power is on, -the pin l5 will be seated in either one or the other of the notches m1 and mi? and therefore it is necessary to move the its neutral position.

rod 4 until the pin 15 can enter the notch 13 before it is ossible to swing the lever K.

A single ever has also been devised ana arranged so as to enable it to move either one or the other (but not both simultaneously) of the gear couplets F and F into the appropriate tooth engagement. This is achieved as follows: From the right and the left side of the casing A project two square studs 20 and` 21 and on these ride the yokes or gear Shifters G and Gr. These yokes embrace the ends of the gea-r couplets F and F, respectively, the gears to be located close together. These yokes are impositivelyv retained in either oneof their two operative, or in their inoperative, positions by means of springpressed plungers 14 and15. These yokes are provided with oppositely extending arms 22 and 23 having vertical slots 24 and,

25which lie directly opposite or in registry whenever the yokes G and G are in neutral position. A lever mechanism is provided which, alternately, can engage the one or the other of said slots 23 and 24 and remains in that engagement for the purpose of 4shifting the corresponding yoke either to the right or to the left, and continues in that engagement as a matter of necessity so long as -the yoke is in any other than A shaft 26 extends from the outside through the wall of the casing A and at its inner end securely carries a depending arvm 27. This shaft 26.

cannot be moved entirely out of one slotH before it begins to enter the other slot, thereby insuring that the yokes G and G' are both in neutral position when the depending arm 27 is being transferred from its operative connection with the one yoke to its operative connection with the other yoke. This transference is achieved by effecting a translation of the shaft 26 and, after that has been done,.,a rotation or oscil` lation of the shaft 26 effects a shift of the engaged yoke and establishes the desired gear intermesh. v To translate and oscillate the shaft 26, a hand operated lever R is employed. This lever has no fixed pivot but4 has a fioating pivot 36 VLwhereby it is attached to the outer end of the shaft 26, as is shown more clearly byl Figs. 1 and 4. This leverR is fulcrumed at all times about a ball T constituting the upper extremity f the yoke G and the gear couplet F, but

of the shiftable pin 14. This fulcrum is maintainedin all angular positions of the lever Rrby means of side plates S with which the lower end of the lever R is provided. Between these side aplates S is a circular segment s provided with two spherical seats s1 and s2 adapted to receive the ball T when the pin 111 has been thrust upwardly by virtue of the translation of the rod 4, as explained in connection with the pin 15. This arrangement prevents the lever R from being oscillated so as to rotate the shaft lZ6 when the power is on. In order to further control and assist the lever R in its various movements, its shank passes through an H-plate N which is provided with four slots nl, n2 n3 and n4 with a communicatingkcentral slot. This central slot corresponds to the neutral position 0f the two yokes G and Gr and therefore the H-plate permits the lever R to .be shiftedkk so as to translate the shaft 26 only when the parts are in neutral position. When the lever is shifted back or forth within the plane of the slots nl and n2, it is actuating when it s swung in the plane of the slots n3 and n4, it is shifting the yoke Gr and the gear couplet F. It will therefore be apparent that the lever R can engage only one of the four gears controlled by it at any one time.

Without further analysis, the foregoing will so fully reveal the gist of this invention that others can, by applying current knowledge, readily adapt it for various utilizations by retaining one or more of the features that, from the standpoint of the prior art, fairly constitute essential characteristics of either the generic or specific aspects of this invention and, therefore, such adaptations should be, 4and are intended to be, comprehended within the meaning and range of equivalency of the following claims.

Having thus revealed this invention, I claim as new and desire to secure the following combinations and elements, or

equivalents thereof, by Letters Patent of the United States:

1. A speed-change mechanism combining only tive gears keyed to an intermediate shaft; two gears on a power shaft, the one being adapted to be engaged with one of said five gears, and the other with another of said live gears, four gears splined on a delivery shaft, two of said gears being engageable with two of the five gears on the intermediate shaft not engaged by either of the gears -on the power shaft, and the remaining two of the gears on the dellvery shaft being respectively en ageable'lwithone or another of the remain ng gears of the intermediate shaft; and hand-controlled means Afor effecting said engagement.

2. An intermediate shaft containing a first, a second, a third, a fourth and a fifth gear; a first shaft mount-ing two gears, the o ne being engageable with the third gear and the other being engageable with the fourth gear; a third shaft; two gearsl slidy only; two integrally formed gears translatably secured to said power shaft; five independent gears ixedly secured to said intermediate shaft only; 'two pairs of integrally formed gears translatably secured to said delivery shaft, one of the gears on said intermediate shaft being engageable by one of said gears on each of the power and de- .livery shafts and each of the other gears on the intermediate shaft being engageable by only one of said other gears; and manually controlled means for shifting the gears on said power and delivery shafts. y

4. speed-chan e mechanism combining a power shaft; an intermediate shaft; a delivery shaft; an even number ofgears translatably secured to said power shaft; an luneven number of gears secured upon said -intermediate shaft; an even number of gears secured to said delivery shaft, said last named gears being greater in number than the gears on said power shaft; manually controlled means for selectively effecting an operative'connection between either vof the gears on said power shaft and either of two of the gears on said intermediate shaft;

and manually controlled means for selectively connecting any one of the gears on said delivery shaft with certain of the gears on said intermediate shaft, one of the gears on said intermediate shaft being adapted "to mesh with a gear on each of said power and delivery shafts l In witness whereof, I hereunto subscribe my name,'as attested by the two subscribing witnesses;

DAVID C. KLAUSMEYER. Witnesses:

C; C. SIETE, HILDA HEBBERS.

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