US444309A - Driving-gear for planers - Google Patents

Description

(No Model.)

G. F. WELIVAR.

DRIVING GEAR FOR PLANERS.

No. 444,309. Patented Jan. 6, 1891.

WITNESSES A TTORNEYS UNTTED STATES PATENT @FFICE:

GEORGE FRANKLIN TVELIVAR, OF MILTON, PENNSYLVANIA.

DRIVING-GEAR FOR PLAN ERS.

SPECIFICATION forming part of Letters Patent No. 444,309, dated January 6, 1891.

Application filed May 13, 1890. Serial No. 351,664. (No model.)

To all whom it may concern:

Be it known that I, GEORGE FRANKLIN )VELIVAR, of Milton, in the county of Northumberland and State of Pennsylvania, have invented anew and Improved Driving-Gear for Planers, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved driving-wheel for planingmachines which is simple and durable in construction and quickly reverses the motion of the bed without shifting the belts.

The invention consists of a double clutch held on the main driving-shaft and controlled from the bed, and two sets of gear-wheels connected with the bed and adapted to be alternately connected with the said double clutch.

The invention also consists of certain parts and details and combinations of the same, as will be hereinafter fully described, and then pointed out in the claims.

Referenceis to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure l is a side elevation of the improvement as applied, part of the planer-frame being broken out; and Fig. 2 is an inverted plan view of the same partly in section. a detail view, hereinafter described.

The planer A, on which the improvement is applied, is provided with the usual bedframe B, on which is mounted to turn in suitable bearings the transversely extending main driving-shaft O, carrying the usual conepulley D, connected by a belt with suitable machinery for imparting a rotary motion to the said main driving-shaft C. On the latter is mounted to turn loosely a gear-wheel E. in mesh with a gear-wheel F, secured on a shaft G, extending transversely and mounted to turn on the under side of the bed-frame B. A pinion II is secured on the shaft G and meshes into a large gear-wheel I, secured on a shaft J, also mounted to turn in suitable bearings on the under side of the bed-frame B, as is plainly shown in the drawings. The gear-wheel I is in mesh with a rack K, fastened to the under side of the bed L, mounted to travel in suitable bearings on the top of the bed-frame B. The work to be operated Fig. is'

on is secured in the usual manner on this bed L, which is also provided with the usual adj ustable dogs L and L extending from one side thereof. On the main driving-shaft Ois also mounted to rotate loosely a gear-wheel N, in mesh with an intermediate gear-wheel O, meshing into a gear-wheel I, secured on the shaft G. On the inner face of the gearwheels E and N are secured conical flanges Q and Q, respectively adapted to be alternatelyengaged by the conical ends R and B, respectively, formed on a clutch S, mounted to turn and to slide on the main driving-shaft O. The clutch S is provided. with the usual annular groove S, engaged by the shifting fork T, fulcrumed at T to the bed-frame B, and provided with an outwardly-extending arm T pivotally connected bya link U with a vertically-arranged lever V, fulcrumed on that side of the bed-frame B onto which extend the dogs L and L of the bed L. Friction-collars TV and \V' are held on the gearwheels E and N, respectively, and are connected with the chains V and V passing over friction-pulleys held on the bedframe B. The inner ends of the chains and VV connect with the shifting-fork T, as is plainly shown in Fig. 2. The friction-collars are split and held on the hubs e and c of gear-wheels E and N, respectively. One side of each of the collars is connected with the chains and respectively, and one of the flanges on the collars is adapted to strike against a fixed stop (see Fig. 3) on the frame to prevent further movement of the collar. The latter can be held with more orless friction in contact with the hub of the respective gear-wheel by adjusting the set-screw W on flanges.

The operation is as follows: \Vhen the clutch S is in the position shown in Fig. 2, then the cone-shaped end B of the clutch S is in frictional contact with the annular flange Q, so that when the shaft O is rotated a rotary motion is transmitted by the clutch S to the gear-wheel N, which, in meshing into the intermediate gear-wheel O, rotates thelatter, so that a rotary motion is transmitted from the intermediate gear-wheel O to the gear-wheel P and to the shaft G. The latter, by the pinion H meshing into the gear-wheel I, rotates the latmitted by the clutch S to the gear-wheel,

which, in meshing directly into the gearwheel F, secured on the shaft G, rotates the latter in an opposite direction, so that the motion of the bed L is reversed. The motion of the bed is again shifted as soon as it an rives at the end of the next stroke by the respective (log L or L shifting the lever V. Thus it will be seen that the motion of the bedL is reversed without shifting the belts, as is now the common practice. It will further be seen that the device is simple and durable in construction and very effective and positive in operation.

The operation and objects of friction-collars V \V and the chains are as follows, viz: After the clutch has been thrown into engagement with the conical flange Q, as. Fig. 2, the friction collar or strap V will turn with the gear-wheel N and exert sufficicnt strain on the chain 'to cause it to pull the lever T and hold the end R of the clutch S in the flange Q' against accidental displacement by jarring of the machinery or otherwise. The strap or collar W during this time is slipping on the hub with one of its flanges W engaging one of the stops W (of which there are two, one at each side of the frame.) \Vhen the lever T is thrown to connect its end R with the flange Q and reverse the movement of the bar L, the strap \V will cease slipping and turn with the gear E with a tendency to wind the chain W and thus cause it to pull on the lever T, and said lever will simultaneously pull on the chain W and cause it to slip the strap or collar W on the hub e of gear k, and the flange W on the collar \V will strike the stop at that side of the machine which will cause the collar to slip until the machine is again reversed. The movement of the two chains is very slight, and while they do not actually wind omtlie collars or straps \V \V' the tendency is that way. The chains form flexible connections between the collars or straps and the shift- 1ng-1ever.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent-- 1. The combination, with the frame and the sliding bed thereon provided with a longitudinally-extendingrack,of atransverse main drive-shaft to continuously rotate in one direction, and provided with two loose gearwheels and an intermediate sliding clutch to alternately connect said gear -whccls and shaft, a shaft parallel with the drive-shaft geared to the said rack, and having a gearwhcelatonecnd meshingwith one of said loose gears and another gear-wheel in line with the other loose gear-wheel, and an intermediate gear-wheel connecting said two last-named gear-wheels, whereby by shifting the clutch the bed may be moved in either direction, substantially as set forth.

2. The combination, with the frame and the sliding bed thereon provided with a longitudinal rack and knockers orlugs, of the transverse main shaft to continuously rotate in one direction, and provided with two loose gearwheels, an intermediate clutch on said shaft to alternately connect said gear-wheels therewith, a lever for operating said clutch, a vertically-roeking lever in the path of said knockers and connected to said clutch-lever, a shaft parallel with the drive-shaft geared to said rack, and having a gear-wheel meshing into one of said loose gear-wheels and a second gear-wheel in alignment with the other loose gear-wheel, and an intermediate gear-wheel connecting said two last-named gear-wheels, substantially as set forth.

3. In a driving-gear for plancrs, the com bination, with a driving-shaft, of a double clutch mounted to turn with and to slide on the said shaft, a shifting fork connected with the said clutch and adapted to be operated on from the dogs of the bed, two sets of wheels connected with the bed and adapted to be alternately connected with the said double clutch, friction-collars held on the two sets of gear-wheels, and chains connecting the said friction-collars wit-h the said shifting fork, substantially as shown and described.

4. The combination, with adrive-shaft having loose gear-wheels provided with hubs and an intermediate sliding, clutch on the shaft to alternately connect said gears with the shaft, and a lever for shifting the said clutch, of friction collars or straps on said hubs, flexible connections between said lever and straps or collars, and guide-pulleys over which said connections pass, substantially as and for the purpose set forth.

5. The combination, with the frame, the drive-shaft having loose gear-wheels provided with hubs, an intermediate sliding clutch to alternately connect said gears with the shaft, and a lever for shifting the clutch, of friction-collars on the said hubs, flexible connections between the collars and lever, guidepulleys for said connections, and stops on the frame to engage said collars,substantially as and for the purpose set forth.

GEORGE lrRANKLlN WELH'AR.

Witnesses GEO. \V. HAAG, J. H. FOLLMER.

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