US268648A - Traction-engine - Google Patents

Traction-engine Download PDF

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US268648A
US268648A US268648DA US268648A US 268648 A US268648 A US 268648A US 268648D A US268648D A US 268648DA US 268648 A US268648 A US 268648A
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wheel
shaft
traction
engine
wheels
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00Machine element or mechanism
    • Y10T74/19Gearing
    • Y10T74/19219Interchangeably locked
    • Y10T74/19372Single forward and reverse speeds

Description

(No Model.)
J`. H. ELWARD.'
TRAGTION ENGINE.
UNITED STATES vlATENT OFFICE.
JOHN H. ELWARD, OF STILLWATER, MINNESOTA.
TRACTION-ENGINE.
SPECIFICATION forming part of Letters Patent No. 268,648, dated December 5, 1882.
Application filed August 24, 1881.
To all whom it may concern:
`Be it known that I, JOHN H. ELWARD, a
full, clear, and exact description of the invenl lion, such as will enablev others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specication.
Figure 1 is a side elevation'of a traction-engine embodying my invention.. Fig. 2 is a sectional view taken on line avv m, Fig. l. Fig. 3 is a plan view of the steering devices. Figs. 4, 5, 6, and 7 are'detail views.
The brake, it will be seen, is so situated as to come in contact with the wheel at a point between the highest and thelowest points of its periphery. By this arrangement. I avoid all interference with the belt or band that may be used upon the wheel when thrashing or using the engine for other purposes while stationary, the legs or strands of the belt passing out of contact with the wheel at the highest and lowest points of its periphery, and I can stop the motionof the band itself.
The band-wheel is mounted upon the main shaft S', which carries also the main driving spur-wheel M. The wheel M gears and runs continuously with the secondary geanwheel M', having upon its side a pinion, M5. The pinion M5 is arranged to mesh alternately with the inner teeth and the outer teeth-of a double gear wheel, lVl2 M3. This double geared wheel can be shifted in its position to bring either the inner or the outer teeth into mesh with the pinion Mi. In my former patent I provided for the sliding of the double geared wheel rectilineally to and from the pinion. I have, however, found the last said method in many respects inferior to that which I have herein shown, and will now describe. The double geared wheel M2 M3 is loosely mounted on the shaft F. This shaft has eccentric journalsF' projecting from its ends, and it will be seen that if the journals F' F be revolved onehalf way around they will throw the shaft F'inlo two positions, one being the nearest to and the (No model.)
other the farthest from the pinion M5. To thus partially rotate the journals, I employ a racklever, H, 'and pinion G, the latter being carried by the inner journal, F'. With the shaft is carried the double geared wheel M? M3, and .thus either set of teeth can be caused to engage with the pinion M5. Vhen the inner set, M3, thus engage, the engine is moved forward.
When theouter set, M3, engage, the engine ismoved backward. It' the journals F' F be `turned only one-quarter of a revolution, the shaft, and with it the wheel M2 M3, will be stopped in such a position that neither of the sets of teeth will engage with the wheel M5, and therefore the connection between the engine and the traction-wheels will be broken. These latter are the relative positions in which the parts are when the engine is used for thrashing, or as a stationary motor for other machinery.-
Power is transmitted from the wheel M2 M3 to the traction-wheels by means of ya chain, K', and a sprocket-wheel, M4. This sprocketwheel is supported outside of the wheel M2 M3,
and is loose thereon. Abearing is provided for it by a circle or annulus, J, which is bolted to the outside of wheel M2 M3. With this an- 4nulus there is cast or formed a ange, J3,whieh can lie upon theoutside of a portion of the sprocket-wheel M4, and when this part JJ3 is fastened in place the sprocket-wheel lhas a secure bearing, but can be at any time'perfectly loose. trom the wheel M2 M3.
The irictional engagement between the sprocket-wheel and the wheel M2 M3 is caused by cams F2 F2, a series ot' any suitable number ot' said cams being arranged around the shaft F. 'Ihese cams are pivoted at J2 to ears J projecting outwardly from flange J 3. Each cam carries an arm,j. projecting inwardly toward the shaft F. F3 is sliding hub, mounted upon shaft F, and the inner ends of the calnarmsjj engage with this hub, and are moved out and in with it. The hub is thus moved by a forked hand-lever, H4, pivoted to a bracket, h, on the outside ofthe boiler. When the hub is moved inward the cams are forced against IOO and also that it is often difficult t`o shift the gearwheel when the parts are in motion, I have been led to devise the above-described construction and arrangement of parts.
It will be seen that the inner annular part carried by the chain-wheel and the opposing face of the wheel M2 M3 constitute a frictionclutch, one part of which is connected with the train orseries of gear-wheels operated by the shaft, and the other part of which consists ofthe traction devices proper.
I am aware that friction-clutches .have been heretofore used directly on the main shaft; but when so arranged they cannot be utilized in conjunction with the reversing mechanism to effect the same purposes that I can accomplish by first having a series of gear-wheels` or their equivalents driven by the main shaft, parts of said gears being used to reverse, and then interposing a friction-clutch between the reversing mechanism and the traction-wheels. If the machine should be in motion under such circumstances that it becomes necessary to employ great force .in stopping it, I can bring a great braking-power into play by the. -devices shown. The clutch. can be quickly thrown out, the gear-wheels reversed, and the clutch then brought back into engagement with the gearing 4either gradually or quickly. If gradually, the clutch-faces will operate as a powerful friction-brake to overcome thc momentum of the machine upon the groundwheels and bring said wheels speedily to a stop, and after being thus utilized as a brake the clutch-faces may be brought into complete engagementand` the reverse motion of the gearing be communicated to the tractionwheels in the direction opposite to that in which they were moving-just before the friction-faces were used as a brake.
The outerjournal,F, of shaft F is supported by means of braces B B', secured to the outside of the boiler. The shaft is held from moving endwise inwardly by reason of the inner end abutting against the inner supportingbracket, B3, and from moving outward lyby pinion G,which is-tightly keyed to the. innerjournal, F', inside of the bracket B3. The bracketsupport BB is an important feature of this construction over those which have been heretofore used, as by -this vmeans a firm support is provided at the outer end of the shaft F, the shafts corresponding thereto heretofore having been provided with` bearings only at the inner end. The construction and arrangenient herein shown prevent any shaking or loosening ofthe parts and hold them firmly in their proper relations.
The devices for steering the engine are constructed and operated as follows: R2 R2 represent the front or truck wheels, and R their axle, connected to`the engine by a vertical pivot, in the usual manner. W is a drum connected to the under side of the boiler between the rear and the front wheels. Its axis is situated vertically, and the drum is supported by means of a strong bracket, W. At its upper end it carries a bevelwheel, A. H is an inclined shaft, extending to the operators platform, and provided with a bevel-wheel, A. By means of a counter-shaft, U, and bevelwheels U and U2 a connection is made between the bevel-wheel A' and the wheel A. L represents a chain or ropewound around the drum W, and having its end attached at or near the ends of the front axle, R. By these devices the operator can readily throw the truck frame and wheels into any of the positions shown in Fig. 3.
1.A In a traction-engine, the combination of the traction-wheels, the main en gine-shaft, the trainv or series of gearing-wheels driven by said shaft, the mechanism separable from said train or series of wheels for driving the traction-wheels, and the friction-clutch interposed between said traction driving mechanism, and the train of wheels operated by the shaft, as and for the purposes set forth.
2. 1n a traction-engine, the combination of the traction-wheels, the main engine-shaft, the train or vseries of gear-wheels driven b v said shaft, the means for reversing the direction ot' the last wheel ot'- the train or series, and the friction-clutchl between the mechanism for driving the traction -wheels, and the reversible IOO wheel, substantially as and for the purposes set forth. y
3. In a traction-engine, the combination of the traction-wheels,the engine-shaft, the train orl series of gear-wheels driven .by said shaft, the chain-wheel M4 for driving the tractionwheels, the means for. reversing s aid chainwheel, and the-friction-clutch interposed between the reversing mechanism andthe chainwheel, substantially as and for the purposes set forth.
4. The combination, with the chain-wheel M4, the wheel M5, and the intermediate mechanism for driving the chain-wheel, of the shaft F, situated centrally within said chain-wheel, the journals F', attached to said shaft eccentrically, and the shifting mechanism for rolling the shaft F on said eccentric journals, substantially as set forth.
5.1The combination, in a traction-engine, with the chain K andthe shifting gear-wheel M2 M3, of the sprocket-wheel M4, loosely supported by said wheel M2 M3, and mechanism, substantially such as described, for forcing the sprocket-wheel into frictional engagement with the said wheel M2 M3, as set forth.
In testimony whereof Iafx my signature in presence of two witnesses.
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