US316797A - Stop-motion gearing - Google Patents

Description

" (No Model.)

S. D. LOOKE.

STOP MOTION GEARING. No. 316,797. Patented Apr. 28, 1885.

FIG; 1.

I I S s i v w I as' ylvunzw fllloc' e NlT-ED STATES PATENT OFFICE.

SYLVANUS D. LOGKE, OF HOOSIG FALLS, NEXV YORK.

STOP-MOTION GEARING.

SPECIFICATION forming part of Letters Patent No. 316,797, dated April 28, 1885.

Application filed May 10, 1884.

To all whom it may concern.-

Be it known that I, SYLVANUS D. LooKE, of Hoosic Falls, in the county of Reusselaer and State of New York, have invented certain new and useful Improvements in Stop-Motion Gearing, of which the following is aspecification.

My improvement relates to gearing einployed in machines where it isdesirable to intermittently stop and hold the shaft upon which the driven gear is mounted, together with its attachments, or its ensuing train of mechanism or the tool which it drives, in a fixed and steady position, while the drivingshaft continues to revolve. To this end Ihave devised the mechanism hereinafter described, in which stop-motion bevelgearing of peculiar construction is interposed between the driving and driven shafts.

In the drawings, Figure 1 is a view ofa pair of intermeshing bevel-gears and their respective shafts embodying my improvements, the driving gear being shown in plan and the driven gear edgewise. Fig. 2 is a side elevation of the mechanism shown in the preceding figure, with the gears in the same relation to each other. Fig. 3 is a back, and Fig. 4 a face, view of the driven gear.

A represents a post or standard,which, for convenience of description, will be supposed to be upright and to constitute part of any suitable frame. This standard supports the vertical drivingshaft A, constantly driven from any proper source.

B is a brace extending from the standard tosupport a sleeve or bracket, 0, in which is journaled the shaft 0, carrying at its farther end a crank or other instrumentality by which is driven the tool or effective agent which it is desired to control. At the top of the vertical standard and borne by its inclosed shaft is a beveled gear, D, having a blank space or mutilation, d, of length corresponding to the interval of delay required by the function of the machine. Opposite to said blank space and circumscribed about it on a longer radius is the concentric flange d, cast integral with or firmly secured to the bevel gear, and commencing a little in advance of the yielding or departing end of said blank space. This flange at its advancing or leading end is inclined, as at d, and at the top of the incline, which is (No model.)

nearly or quite on a level with the highest crests of the gear-teeth, becomes and c0ntinues to be a plane surface to its farther end, which nearly coincides with the farther end of the blank space.

Arranged upon the adjacentend of the driven shaft,in position to intermesh with the driv ing-gear just described, is a second gear, E, of such relative size as to communicate the desired speed when driven by the former. This driven gear has a blank space, e, which once in each revolution is brought opposite to the blank space in the driving-gear, to cause the driven shaft to stop; but this alone is not sufficient to secure a positive positioning and holding of the ensuing train, tool, or effective agency. Therefore I provide the driven gear with a lug or offset, 6, carrying an anti-friction roller, 6 at some distance from the axis or shaft, and preferably set outbeyond the periphery of the gear itself to give greater leverage and a firmer bearing. This roller will have its axis within, or practically within, a plane lengthwise of and radial to the'drivingshaft, but may be at any suitable inclination within that plane, and is so arranged upon the gear that while said gear is still in mesh with the driving-gear, but approaching the point at which it passes out of mesh, the rollstrikes the foot of the incline d, and rides up said incline concurrently with the revolution of the gear until 3 ust as it reaches or is on the point of reaching. the top of the incline and entering upon the plane surface of the ledge the blank spaces of the two gears match and the engagement of their teeth ceases. Thereafter, while these blank spaces continue to match and while the roller is traveling over that part of the ledge corresponding with the pas sage of the blank spaces past each other, the driven mechanism or effective agent will be held steadily against any yielding or retrograde motion which the resistance of the material being operated upon will tend to cause.

In order atthe same time to prevent onward motion of the effective agent, a shoe or runner, e, is fixed to the driven gear or to its hub, or the side opposite to the roller, andin such position that as the roller meshes and rides upon the plane surface of the flange this shoe also comes upon the flange, lying flat thereon and sliding along its length. In this manner a broad bearing is obtained, consisting of the roller and of the shoe, and the effective agent is brought more forcibly and more steadily to its position of rest by the extended leverage given by the roller and the incline of the delay-flange, which, as above stated, is set out from the driving-gear at a longer radius than the teeth of said gear. This is a marked advantage, since where the teeth alone are relied upon to drive the tool or other mechanism to a certain position the wearing of the teeth is very apt to change or modify this position. The anti-friction roll and the ledge avoid the effect of the wear and secure more certain and easier work, as roll and ledge are very easily carried out much farther from the center of the shaft than the gear-teeth can possibly be.

In stop-motions as heretofore used the leading end of the shoe would eventually wear down under constant usage, so as to leave the tool or effective agent a little loose or out of position with reference to its working-point at the moment of delay; but by the use of the anti-friction roll with the flange or ledge described the wearing down of the forward outer end of a solid shoe is entirely avoided, and at the same time a more extended or broader bearingcontact of the driven gear upon the flange of the drivinggear is secured.

It is not absolutely essential that both gears should be mutilated in all cases, as there are.

well-known conditions in which the driving and driven gears and their described accessories would work properly if only the driver were mutilated or had a blank or cut-away space; nor is the forward shoe or runner essential in cases where the forces exerted on the driven gear or resisting its motion tend to hold the anti-friction roller down in position on the flange or trackway on which it runs. A. second anti-friction roller may be substituted for the shoe or runner 6, thus obtaining all the avantages'of the broad and steady hearing already stated, with diminished wear and friction.

While I have referred to the outside ledge upon the driving-gear,as described,in a plane from the head of the leading incline, it is evident that it may have any conformation necessary to give any desired movement of the tool or effective device other than that derived from the intermeshing of the gear-teeth. For instance, a secondary incline may be used to give the tool an additional forward movement, or a dropping or recession of the ledge will allow the tool to fall back or yield.

1. A driving bevel-gear void of teeth for a definite interval and having a concentric flange arranged abreast said interval, in combination with a driven gear provided with an anti-friction roll pivoted on a stud set out from the periphery of said driven gear and adapted to ride or revolve along the flange of said drivinggear, substantially in the manner described, and for the purpose set forth.

2. The combination, with a driving bevelgear having a blank space or definite dental interval and a concentric ledge or flange pro vided with an incline at its advancing end, of adriven bevel gear arranged to mesh with the other and having a roll set out from its periphery to strike and be lifted by said incline and travel along the ledge.

3. The combination, with the driving bevelgear having a blank space, concentric flange, and incline, as set forth, of the driven bevelgear having an anti-friction roll set out from its periphery on one side of its hub andashoe on the other.

SYLVANUS D. LOOKE.

\Vi tnesses:

N. CALLAN, J osEPH G. PARKINSON.

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