US683323A

US683323A - Compensating driving-gear.

Info

Publication number: US683323A
Application number: US5271801A
Authority: US
Inventors: Alden E Osborn
Original assignee: Individual
Current assignee: Individual
Priority date: 1901-03-25
Filing date: 1901-03-25
Publication date: 1901-09-24
Anticipated expiration: 1918-09-24

Description

No. 683,323. Patented Sept. 24,' 190|.

A. E. OSBORN.

CDMPENSATI'NG DRIVING GEAR.

gApplicaton filed Mar. 25, 1901.) (No Model.) 4 Sheets-Sheet l.

m N -m w WITNESSES No. 683,323. Patented Sept. 24, I90l. A. E. OSBORN. COMPENSATING DRIVING GEB.

(Application med mar. 25,'1901.) (No Ildel.) 4 Sheets-Sheet 2.

\ Patented Sep`t. 24, I9Dl. A. E. QSBOHN. COMPENSATING DRIVING GEAR.

4Sheets-Sheet 3.

(Application led Har. 2,.1901.)

(N0 Model.)

' wim/5855s.

Arrow/H No. 683,323. Patented Sept. 24,190l.

A. E. OSBORN. Y COMPENSATING DRIVING GEAR;

(Application med Mar. 2e, 1901..)

4 Sheets-Sheet 4.

(No Model.)

w T N E V m W/TNESSES A TTOHNEYS ver noem verras eojgncmunLwAemmemn n c UNITED STATES PATENT OFFICE.

ALDEN E. osEoRN, or NEW YORK, N. Y.

COMPENSATING DRIVING-ema.

SPECIFICATION ifomlilig part df Letters Patent no. 683,323, dated september 24, 190i.

Application led March 25, 1901. Serial No. 52,718. (No model.)

To all whom it may concerni- Be itknown that I, ALDEN E. OSBORN, a citi` zen of the United States, and a resident of the city of New York, borough of the Bronx, in the county and State of New York, have invented a new and Improved Comp'ensating Driving-Gear, of which the following is a full, clear, and exact description.

This invention relates to a drivinggear fory a compensating gear connected with and driving the first-named road-wheel. The disadvantage of the Riker construction is that one of the road-wheels is carried principally on the shaft which turns in the axle, such shaft bearing the major portion of the strain of the wheel, which itself has only a very slight bearing on the tubular axle. This places an undue strain on the rotating shaft and precludes the possibility of an even and effective action of the parts. My invention seeks to overcome this disadvantage, which end I at-` tain by mounting both of ithe wheels wholly.'

upon the hollow axle, so that said axle bears absolutely the entire strain of the wheels, and by effecting between one of the wheels and the shaft which is within the hollow axle a connection merely suliicient to transmit movement from the shaft to the wheel,or vice versa. This specification is a description of several forms of my invention, while the claims are definitions ofthe actual scope thereof.

l Reference is to be had to the accompanying drawings forming a part of this specification, in which similar characters of reference indicate correspondin g parts in all the views.

Figure 1 is a fragmentary sectional view of one form of my invention. Fig. 2 is a sectional view of essentiallythe same arrangement, except that the gearing is of the'spurand-pinion sort instead of the miter-gearing shown in Fig. 1; Fig. 2a is a section on the line 2 2a of Fig. f3. Fig. 3 is a sectional view of a third form of the invention. Fig. 4 is a 55 sectional view of a form practically that of Fig. 3, excepting that spur-and-pinion gearing is employed. Fig. 5 is a sectional View of a further modification. Fig. 6 is asectional view of the same form, except that spur-and- 6o pinion gears are utilized. Fig. 7 is a sectional view showing a further modification. Fig. S

is a sectional view showing the same gear as that shown in Fig. 7, except that spurs and pinions are employed. Fig. 9 is a sectional 65 view of a further modification. Fig. lO is a sectional view of a spur-gear modification of Fig. 9, and Fig. 11 is a sectional View of a further spur-gear modification.

Referring to Fig. 1, @indicates a tubular 7o driving-axle, and a' the gear for imparting movement thereto. b indicates the shaft, which maybe either solid or hollow and which is fitted loosely within the tubular or hollow axle` a. c c indicate the bearings whereby the axle a. is mounted on the Vehicle. d indicates one of the traction-wheels, and e the other traction wheel, these wheels being mounted loosely and whollyon the tubular axle ct. This wheel e has an extension e of 8o its hub, which is keyed to the adjacent end of the shaft b, which end is projected beyond the tubular axle. Outside of the wheel d and fastened rigidly to the hub thereof is a mitergear f, in mesh with a miter-pinion g, carried on a pin h, which in turn is held in the tubular axle a and in a sort of cage h', fastened rigidly thereto and turning therewith. i indicates a miter-gear which is fastened to the adjacent end of the shaft b and which meshes 9o with the pinion g on the side opposite the side at which the gear f is located. The gears f, g, and t' are covered by a suitable case 7c, which is carried by and turns freely with the wheel d. Now with reference to a gear of this sort it will be observed that the hollow axle a is passed uninterruptedly through the hubs of both wheels, so that said wheels are mounted wholly upon the tubular axle, and such part bears the entire strain of these roo wheels. The connection e between the wheel e and the shaft b is a connection which bears simply the turning strain of the shaft and carries in no way the weight of the vehicle.

The tubular axle being extended through the hub of the wheel d and projected beyond the same enables the compensatinggears f, g, and 'L' to perform their functions without in anyway necessitating the shaft b bearing any of the strain of the weight of the vehicle. Driving movement being imparted to the element a', the gear g is caused to turn bodily with the axle, and this gear, being in mesh with the gears f and i, transmits a like movement to such parts, driving, in turn, the wheel d and the wheel e. This driving movement allows, as will be readily understood by persons skilled in the art, independent movement of the traction-wheels under the action of extraneous force.

Fig. 2 illustrates a modification of the invention in which spur--and-pinion gears are employed. d indicates the wheel-h ub, which is loosely mounted on the tubular axle a. f

indicates an internal spur-gear which is fast on the'hub d. t' indicates an'internal spurgear which is fast on the shaft b through the medium of a web t2. cage or carrier which is fastened rigidly to the tubular axle ot and which carries two pins h3. On these pins are mounted pinions g', which are one for each pin and which have broad toothed faces meshed, respectively, with the gears f and t" and interrneshed together. (See Fig. 2a.) The pinions g are loosely mounted on their respective shafts.

Comparisons of Figs. l and 2 will show that the principles of operation of the two forms are essentially the same. In Fig. 2 I have shown a hub adapted to carry wire spokes, and in Fig. 1 I have shown a hub with wooden spokes. Both wooden and metallic hubs may be employed, their form being inessential. In both instances the shaft I) extends entirely through and beyond the compensating gear, it being covered, of course, by a case 7c', corresponding to the case IainV F-ig. l.

In Fig. 3,1 have shown, a form of my invention inwhich the gear for driving the hubof the wheel adjacent to the compensating mechanism is outside ofthel other parts, as contradistinguished from on theinside thereof, as in Figs. land 2.

In Fig. 3, (i2-indicates the wheel-hub, which is loose on the hollow axle a, and fgindicatesv the beveledlgeaiglwhich is fastened to a web d3, forming part of the hub (Z2. h3 indicates a cage or holder which is fastened rigidly to the exterior of, the hollow axle a and turns therewith. g2. is a pinion carried by the holder or cage h3, and 2 is a gear which is fastened to the shaft b. The gearrl2 is located on the inner side of the gear g2, and the gear f2 on the outer side. The hub dihas an enlarged portion which loosely incloses the part h3 and the gears 2, g2, and f2. Movement of the axle a dri-ves the holder 71.3 and carries the gear g2around the axisof the axle.v This gear, meshing with the gears 2 andfg, turns the hub d2 and the shaft b, through the medium of which the hub of the other wheel is also turned.

Fig. 4 shows, essentially, the arrangement shown in Fig. 3, excepting that spur-andpinion gears are employed. d4 indicates the hub, which is mounted loosely on the hollow axle d. f3 is a spur` gear which is fastened i principle explained with respect to the con- 71? indicates a suitable struction shown in Figs. 2 and 2a.

In Figs. l, 2, 3, and 4 the pinions g, g', g2, and g3 are carried in holders or cages which 'are formed separate from but rigidly fastened to the hollow axle.

In Fig. 5 I have shown a construction in which the hollow axle a is provided with an enlargement 71.4, integral therewith. On this enlargement the hub d4 of the wheel is loosely l mounted, the hub being carried wholly by the enlargement h4, and this enlargement containing a cage or holder h5 for the bevel-pinlion gf, these parts turning with the hollow axle a, as before explained. f4 indicates a gear which is fastened to the hub d4, and if indicates a gear which is fastened to the shaft b. As shown in Fig. 5, the shaftb'has an enlarged hearing portion bf, which is housed iny a box h5, forming part of t-he enlargement 7L@ of the axle a.

Fig. 6 shows the arrangement shown inf fFig. 5, with modifications to permit the usel of spur-gearing.

h indicates the integral enlargement of the axle er, which enlargement serves in place of the gear-holders h', h2, h3, and h4, previously described. d5 indicates the hub of the wheel, which is mountedI loosely on this enlargement h" of the axle a. f5 indicates the spur-gear which is fastened to the hub d5, and i5 indicates the spur-gear which is fastened to the shaft b. g5 indicates one of the two pinions which are carried inthe enlargement Wand meshed, respectively, with the gears f5 and t5, according to the ipri-nciple illustrated in Fig. 2,

Fig. 7 shows a form of my invention in which the compensating gear is located inward from the adjacent traction-wheel. In the forms of my invention previously described the compensating gear is located within or outward from the adjacent tractionwheel..

Iii-Fig. 7, @indicates the tubu-laraxle, and fr indicates the shaft therein, connected to the other wheel-hub. The wheel-hub df is carried looselyon an extension all of the tubular axle, and this extension is joined rigidly to the axle, so as to turn therewith as an integral part thereof, through the medium of an enlargement als. This enlargement als forms a cavity which contains the pinion-holder 71.8, carrying the beveled pinion g, which meshes with a bevel-spur G on the shaft b and a bevel-spur f6, carried on a spindle a3, which turns loosely Within the extension cl2 of the axle a and which is keyed to the hub d6. In connection with this form of the invention it will be observed that the part-s a, n.12 cl3 turn continuously as an integral structure, carrying with them the gear g, and that this gear meshes with the gears f6 and 'i6 and turns the parts a3 and b, the former driving the hub d6 and the latter driving the hub of the other traction-Wheel. (Not shown in Fig. 7.)

Fig. 8 shows the same structure as in Fig. 7, except that spur-gears are used. (Z7 indicates the wheelhub,and a4 indicates the spindle which is connected therewith. The wheelhub turns freely around an extension a5 of the axle a, through which extension the spindle a4 passes. a6 indicates an enlargement on the shaft b, which forms a casing wherein are located the pinion-gears f7 and t7 and the spur-gears gl. k2 indicates a case which fits over the parts to protect them from dust.

In Fig. 9 I have shown a slight modification of the construction in Fig. 7, in which the Wheel-hub d8 turns directly on an extension 0,7 of the axle a. This extension is fastened rigidly in an enlargement as of the axle. The extension as carries the beveled pinion g8,and this meshes with a bevel-gear f 8, attached directly to the hub d8, and also with ay bevelgear is on the shaft b. lcsindicates a suitable dust-case, which incloses the mobile parts of the gear elements. In Fig. 9, c indicates the bearing by which the tubular axle a. is mounted on the framing of the vehicle. In this form of the invention it will be observed that the case 7c3 is carried by the stationary part of the frame of the vehicle and that the bearing c is directly adjacent to the enlargement cs of the axle a.

Fig. l0 illustrates, essentially, the same structure as that shown in Fig. 9, except that spur-gears are employed. a indicates the enlargement on the axle a, and to this enlargement a9 is rigidly fastened an extension d10 of the axle, Whereon is mounted to turn freely the wheel-hub di. t9 indicates an internal spur-gear which is carried fast on the shaft b. ff indicates an internal spur-gear which is carried fast within an enlargement of the hub di. Carried in a cage or holder k7, forming part of the extension al@ of the tubular axle c, are two pinion-gears gg, respectively meshed With the gears f and t9 and intermeshed with each other, so as to act according to the pinciple delineated in Fig. 2a. The parts a, 51717, and am turn continuously togethcr, thus driving the hub d of the shaft ZJ and allowing for compensating movement thereof. 7a4 indicates the gear-case, and this is carried by the bearing c2 of the stationary frame of the vehicle, as in Fig. 9. In Fig. lO the gear t9 is connected with the shaft b through the medium of a web b2, lying snugly against the outside of the vertical wall of the enlargement a9 of the axle a, so that the gear i9 may be of internal form.

Fig. ll shows the construction illustrated in Fig. lO, with the exception that in Fig. 1l external spur-gears are employed. au indicates an extension of the tubular axle a, Which exten-sion is fastened rigidly to the tubular axle and forms practicallya part thereof. d10 indicates the wheel-hub, which is mounted on the extension au. f 10 indicates a spur-gear which is fast on the wheel-hub or a part thereof. 10 indicates a spur-gear which is fast on the shaft b, the extension all of the axle a having a cavity t12 formed therein for the reception of the spur-gear 10. hs indicates a cage or holder for the pinions gw, which are the same as the pinions in Fig. 2 and Work according to the same principle. c5,indicates the gear-case, which `in this instance, as in the several figures previously described, is carried in bearings c5 of the frame of the vehicle. y

NOW from the above description it will be seen that i-n every form of my invention the end of the tubular shaft adjacent to the compensating gear or a secure extension of said end passes through the hub of the adjacent traction-wheel, so as to mount the same and to carry it wholly and independently of the shaft which turns in the hollow axle. This places the entirelstrain of the Weight of the vehicle and the driving force of the motor upon the axle, which is continuous, or practically so, from end to end and which allows the shaft Within the axle to turn freely and does not place thereon any load other than that which is incident to the compensating action of the parts.

Having thus described my invention, I claim as new and desire to secure by Letters Patent-- l. A compensating driving-gear, comprising a tubular axle, a shaft arranged to turn therein, a wheel-hub at one end of the axle, through which hub said axle extends to mount the hub wholly on the axle, a second wheel-hub at the other end of the axle and having connection with the said shaft, and compensating gear adjacent to the rstnamed hub, for the purpose specified.

2. A compensating driving-gear, comprising a hollow axle, a shaft extended therethrough, Wheel-hubs through which the ends of the hollow axle are extended, said hubs being mounted wholly on the axle and supported entirely thereby, one of said wheelhubs having connection with the shaft, and compensating gearing adjacent to the other wheehhub and connected respectively therewith and with the said shaft.

3. The combination [of a hollow drivingaxle,a shaft extending loosely therethrough,a driving-Wheel mounted loosely on each end roo IIO

? 'esass of the aile and carried wholly lhereloy, one l shaft, and two additional gears intermeshed of said Wheels bei-ng fastened to the said shaft', and a compensating geai1 located oubside of` the other Wheel and Connecting togethei the said Wheel, the axle and the shaft, for the purpose specified.

l 4'. In a compensating gearing of lhe class set forth, the combination with the hollow axle, the shaft and the Wheel-hob, oa gear 1o fast to the Wheel-hub, a gear fast to the together and respectively Ineshed with the two first-mentioned gears.

In testimony whereof I have signed my name to this speeieation in the presence of I5 two subscribing Witnesses.

ALDEN E. OSBORN.

Witnesses:

I. B. OWENS, l JNO. M. RITTER.