US462190A - Ijwjsjvzog - Google Patents

Description

.(No Model.) SSSSSSSSSSSSS 1.

JIH.BAKER.

RAILWAY HAND GAR.

No. 462,190. Patented Oct. 27, 1891..

Q (No Model.) 2 Sheets-Sheet; 2.

J. H. BAKER.

RAILWAY HAND GAR.

No. 462,190. Patented Oct. 27,1891.

[WEI/V102? UNITED STATES PATENT OFFICE.

JAMES II. BAKER, OF ST. JOSEPH, MISSOURI, ASSIGNOR OF THREE-FIFTHS TO GEORGE E. BLACK, HERBERT A.

OVEN, MICHAEL V. OSBORNE, AND

LANCASTER, HALL & PIKE, ALL OF SAME PLACE.

RAILWAY HAN D- CAR.

SPECIFICATION forming part of Letters Patent No. 462,190, dated October 27, 1891.

Application filed March 11, 1 891.

To all whom it may concern:

Be it known that I, JAMES H. BAKER, of St. Joseph, in the county of Buchanan and State of Missouri, have invented certain new and useful Improvements in Railway Hand-Cars;

and Ido hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art'to which it appertains to make and [0 use the same, reference being had to the accompanying drawings, and to letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to means forpropelling railway hand-cars; and it consists in special mechanism presently to be described, having for'its aims and objects to greatly increase the velocity with but small increase of power; to change oscillating, vibrating, or rocking motion into continuous rotary motion; to neutralize or overcome the dead points or centers of the propelling-motor wheels; to avoid lost motion in such wheels; to start the motion of the car instantly; to insure that the hand-levers shall stop their movements instead of continuing to vibrate while the car is still continuing its travel after having been operated, and to drive the car with either a partial or full stroke of the handlever, the construction being also simple andstrong, and the propelling-wheels being such as to insure but little wear and great dura-' bility. h

In the drawings, Figures 1 to 7 illustrate the two propelling-clutches to show theirinteriors and their general construction in detail, Fig. 1 being a central vertical transverse section of the two wheels placed on the same shaft, Fig. 2 one of the outside or coveringplates of such wheels, Fig. 3 the interior recessed ring of the wheels, Fig. 4E its inner covering-plate, and Figs. 5, 6, 7 corresponding parts of its fellow wheehthe most essential parts of my invention being shown in the above-named figures. Fig. 8 illustrates a partial side View, and Fig. 9 an end View, of a railway hand-operated car to which the clutches are applied and put into action by the agency of a toothed sector worked by the 50 hand-levers, these reversing-clutches serving Serial No. 384,639. (No model.)

.a clutch-shaft.

A A represent my improved wheels, (lacking their exterior gear,) both on the same shaft, and each constructed as follows: E is a thick circular piece or hub of metal, through the center of which this shaft is passed. and to which it is fixedly secured by a pin 0 or by any suitable or equivalent key.

D is a ring provided with a series of equi- 6 5 dist-ant recesses or pockets e 6, preferably six in number, cut out from its inner portion. These recesses are all alike, their faces being flat, and they extend through the entire thickness of the ring from one of its sides to the other, and these recesses should be substantially of the form show11naunely, curved at their broader portion 1.and thence narrowed inwardly, as at 2, or so as to allow the proper play of the cylindrical 1'oll ers f, whose diameters are less ,than that of the curved portion 1 and greater than the breadth of the narrow portion 2. The length of the rollers f must be slightly less than that of the thickness of the ring D, that they may be free to roll in their recesses e, and the part B must also he of lesser thickness than D,-in order that it may be free to re volve, and thus revolve the shaft.

G is the outer and G the inner face plate or cap, and between which theparts B D and rollers f above described are situated, as shown in Fig. 1.

g indicates one of a set of screws adapted for the holes g made in the plates G G and ring D, for firmly securing these parts together.

In Fig. 5 the outer plate H is shown without a central boss, (shown at z' in Fig. 2,) and in Fig. '7 the inner plate Ir is shown without any flange or incline, such as 7c in Fig. 4; but these faces may be of any desired form and the wheels of any desired size. The rings D are each made or furnished with bevel-gear 0 on one side or face, (see Fig. 9,) that they IOO may both engage with an intermediate small gearp. The periphery B may, as preferred,

, be smooth, as in Fig. 1 or roughened, as in Figs. 3 and 5, and this roughening may be of any kind; but when rough it is better that the roughness should be regular and uniform, that it may act uniformly on the rollers, somewhat as shown exaggerated in Figs. 3 and 6; but I use no ratchet-teeth and have no ratchetpawls or pawls of any sort, pivoted or 0ther- Wise. The Wheel is not worked by friction of the rollers, but by leverage, when the rollers are tightly wedged or clamped. By using rollers I get a contact-surface for the whole length of the rollers and the whole breadth of the recesses, and the adaptation is such that the rollers cannot get displaced or out of position and must always remain with their axes parallel with each other and with the axis of the shaft. If balls were used instead of rollers, they could touch only at a point. The rollers are also liable to the minimum of wear and are positive and sure in action, even when the part B has a smooth periphery. Two clutch -wheels substantially as I have described work together and upon the same shaft as shown in Fig. 9.

I will now describe the manner in which the above-described clutch-wheels A A are applied to the hand-propelled car, referring to Figs. 8 and 9. Their supporting-shaft A is mounted in any suitable manner in an upright frame A reared on the platform of the car, and one of these clutch-wheels has a pcripheral gear 3 to engage with the teeth of the toothed segment g, which is connected to and is vibrated by the lever arms or handles r, fulcrumed at *2, this lever being operated by hand in a wellknown manner. On the same shaft A is a larger gear-wheel t, which engages the teeth of a small gear to, fixed on the caraxle 'v. Between the gears 0 0 of the two clutchwheels A A and on any suitable fixed pin or bearing 19 isa small bevel-gear p, which engages with both gears o 0, so that the revolution of the clutch-wheel A in either direction by the action of the segment q must by the agency of gear 19 cause the revolution 'of the wheel A in the opposite direction, whereby the forwarder propelling movement of either one of the clutch-wheels to whatever extent will reverse the movement of the other to precisely the same extent, and the instant the movement of the hand-lever is reversed the clutch-wheel, which in its back motion was inoperative, now becomes immediately operative, While the other one turns back prior to its next driving action, so that the rotary movement of shaft A, and consequently of both on the downward and on the upward movement of the hand-working levers 0. It will also be seen that great velocity can be thus had without a corresponding increase of power, and that when the operator ceases to work the levers and the car is still running the levers will not be forced to vibrate, but will remain motionless.

Should it be deemed necessary in any machine to which my invention is applied to convert the increase in velocity into a corresponding increase of power, it can be accomplished by simply increasing the diameters of my clutch-wheels, so as to give an increase of leverage in the same proportion as the diameter of said wheels is increased. The effect of this change would be that the wheels would not in such case describe a complete revolution forward and backward at each stroke of their respective treadles, but only a part of a revolution proportioned to the circumference of the wheel and the length of treadle-stroke; but the loss in velocity would be converted into power. In other words, by changing a wheel three inches in diameter into a wheel six inches in diameter, while retaining a treadle -stroke of nine inches, I would obtain but one-half a revolution at each stroke; but the leverage being double I would obtain twice as much power at the expense of velocity.

I claim 1. In a hand-power railway-car, the combination, with its' hand-operated lever-arms and with a vibratory toothedsegment connected thereto, a pair of clutch-wheels serving to drive the car by the agency of such clutches and appropriate intermediate gear.

2. In combination, the lever-arms and their toothed segment, the shaft A, having the clutch-wheels A A thereon, each composed of .an interior hub secured to the axle, a recessed ring surrounding such hub, the described series of cylindrical rollers in such recesses and working between the ring and the hub, and exteriorplates serving to hold the ring to place, and the bevel-gear 19, substantially as and for the purposes set forth.

3. In combination with the lever-arms, toothed segment, clutch shaft, toothed clutches, and gear 19, the gear-wheel t, and gear to on the axle of the car-wheel.

. JAMES H. BAKER. Vitnesses:

J OHN F. IMEL, HORACE WYNDHAM.

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