US695337A - Traction-engine. - Google Patents

Description

Patented Mar. Il, |902.

3 Sheets-$heet I.

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T. G. PAULSON. TRACTION ENGINE.

(Application led Nov` 9, 1901A ,maluowms Pmns oo., Pi-xomumo.. wAsmuaTon. D. c.

(No Model.)

N0. 695,337. Patented Mar. Il, |9102.

T.. G; PAULSN.

TBACTION ENGINE.

(Application led Nov. 9, 1901.)

(No Model.) 3 Sheets-Sheet 2.

No. 695,337. Patented Mar.v II, i902.

' T. G. PAULSN.

"TBACTIN ENGINE;

(Application led Nov. 9, 1901.)

3 Sheets-Sheet 3.

(No Model.)

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UNrrnn Sterns Partnr Ormea@ THOMAS G. PAULSON, OF ESTELLlNE, SOUTH DAKOTA.

TRACTION-ENGINE.

SPEGXFICATION forming part of Letters Patent No. 695,337', dated March 1 1, 1902.

Application filed November 9, 1901, Serial llo. 81,710l (No model To all whom, t may concern:

Be it known that I, THOMAS G. PAULsoN, a citizen of the United States, residing at and whose post-office address is Estelline, in the county of Hamlin and State of South Dakota, have invented new and useful Improvements in Traction-Engines, of which the following is a specification.

Myinvention has relation to improvements in traction-engines; and the object is to provide a traction-engine mechanism which is simple in construction, effective in operation, and durable in use; also,which may be readily reversed in direction of movement, and in which only a pair of intermeshing gears are employed in the propulsion of the engine and the same number in repulsion.

With these purposes in View my invention consists in the novel construction of parts and their arrangement and aggroupinent in operative combination.

I have fully and clearly illustrated the improvements in the accompanying drawings, forming a part of this specification, and wherein- Figure 1 is a side elevation of a tractionengine embodying my improved constructions and wherein the boiler and steam-cylinder with piston-rod are indicated in dotted lines. Fig. 2 is a top plan view of the m'achine,the steam-cylinder and piston-rod being shown in dotted lines. Fig. 3 is a longitudinal central section through the hub-sleeves and vertical section of the rear wheels, showing the axle and the interposed compensating gearin gs. Fig. 4 is a central section through the compensating gear of the rear axle, and Fig. 5 is a detail view of the reversing-gears.

Referring to the drawings, 1 designates side rails united at their ends by cross-pieces 2, the whole constituting a substantial rectangular frame upon which the boiler and propelling mechanism are mounted and carried. The front axle S-carries the front end of the frame and has the frame pivotally connected thereto by a substantial king-bolt 4. The axle is carried by wheels 5, turning on the spindles of the axle. Any preferred means may be utilized for steering the machine.

The rear wheels 6 6 are each mounted iixedly 0n sleeves 7 7, extending inwardly to approximately the middle of the rear axle 9,

4axle 9 is rotated, as indicated in Fig.

and carry on their inner ends bevel-pinions 8, which are engaged by the beveled pinions of the compensating gear on the axle. The rear axle or shaft 9 extends loosely through the sleeves 7 and is formed at its middle with a squared portion or block 10, provided with stud-bearings on its faces, on which are secured bevel-pinions 11, constituting a compensating gear, the pinions of which set between and mesh with the bevel-pinions 8| on the sleeves 7 to rotate the wheels G when the of the drawings.

It will be observed that the compensatinggears rotate at the sleeves 7 as the axle rotates and under ordinary conditions of progression of the machine have no tendency to retardation of either wheel-sleeve. Both sections will be driven forward synchronously, the compensating gears being revolved by the shaft without turning on their bearings; but when there is any retardation of either wheel, as

thereof, and to the free end of the crank-arm 13 is pivotally connected 011e end of a connecting-rod 14, the other end of which is pivotally connected to the end of a crank-arm 15 on the projecting end of the axle and shaft 9, as indicated in the drawings.

Mounted on bearings b l2 on the side rails of the frame is a crank-shaft 16, the crank being located at the middle of the shaft, as shown, and to the wrist 0f the crank is connected the end of a piston-rod 20, operated by the steam-cylinder 19 of the engine, and whereby the mechanism is operated. On one arm of the crank-shaft is loosely mounted a sleeve 36, having a limited sliding movement and having mounted on its outer end a pinion 17, which meshes with a large gear-wheel 18 on the shaft 12. On the inner end of the sleeve 36 is formed or rigidly secured a tapering clutch-disk 34, which engages with frictional contact in a clutch 34, iixed on the crank-sha ft and having a laterally-extending IOO annular flange within which the clutch-disk engages. Alever 38 is fulcrumed on acrosspiece 42 and engages the sleeve with its inner end in the usual well-known manner. A

' notched sector-rack 4l is secured to the crosspiece 42, in the notches of which the lever engages to hold the clutch in and out of engagement. It will be perceived from the foregoing that the mechanism described relates to and is all that is essential or required to effect the propulsion of the machine, and to eect this the clutch-disk is moved into engagement with the other member on the crankshaft, the other portion or reversing mechanism standing disconnected and inactive.

The reversing mechanism will now be described. On the crankshaft is mounted loosely and slidingly a sleeve 36, carrying a clutch-disk 35 on its inner end,which engages with a clutch member 35, fixed on the crankshaft, and on the outer end having a pinion 22. A lever 39, fulcrumed on the cross-piece 41 and engaging the hub of the clutch-disk, serves to move the clutch into and out of engagement. The pinion 22 meshes with-an idle pinion 22journaled on a stud-shaft secured at the proper point, and the pinion 22"L is engaged by the large gear-wheel25, mounted loosely on the shaft 12 and the hub of which is formed with a clutch-face 26. On the shaft 12 is slidingly mounted and toturn with the shaft a clutch sleeve or member 27, adapted to engage with the clutch-face on the hub of the gear-wheel 25, and thus cause the shaft to turn the wheel. The clutch-sleeve 27 is positively moved into and out of engagement with the other clutch member by means of alever 27a, mounted on a suitable support and provided with a trip-pawl 29, which engages in a sector-rack 30.

On the shaft 12 is formed a collar 32, between which and the inner end of the clutch member 27 is mounted an expansive spring 3l, which when the lever is released tends to move and hold the clutch in engagement. On the end of the shaft 12 is fixed a crank-arm 13, having attached thereto the end of a connecting-rod 14a, the other end of which is suitably connected to crank-arm 15, fixed to the end of shaft 9.

It will now be perceived from the foregoing description, taken in connection with the drawings, that when it is desired to reverse the direction of the machine from forward movement to backward movement the mechanism which is utilized to propel the machine forwardly is thrown out of gear by the lever 3S, which moves the clutch member on sleeve 36 out of engagement, and the gears on that side of the machine are free to rotate without effecting the'propulsion. The lever 39 is then utilized to make the clutch engagement on the reversing side of the machine, and then the lever 27"L is operated to throw the clutch member 27 into engagement with the member 26 of gear-wheel 25, and the reversal of direction of the machine becomes eective through the interposition of the idle pinion 22a.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a traction -engine, the combination with a supporting-frame, of a driving crankshaft, a sleeve loosely mounted on the crankshaft having a limited sliding movement thereon, a clutch to lock the sleeve to the shaft, apinion on the sleeve, ashaft journaled on the frame, provided with crank-arms at ils ends, a gear-wheel on the latter-mentioned shaft, in `mesh with said pinion, a rear axle having crank-arms, and formed with a middle square portion, wheels on the rear axle having inwardly-extending sleeves provided with bevel-pinions on their inner ends, and compensating pinions on the faces of the squared portion of the rear axle, and connecting-rods between the crank-arms,whereby the machine is moved forward.

2. In a traction-engine, the combination with a propelling mechanism adapted to be released in operative action of a reversing mechanism, comprising a supporting-frame, a driving crank-shaft, a shaft mounted on the frame, a rear axle, having a squared middle portion, said shaft and axle being provided with crank-arms at their ends, rods connecting the crank-arms,wheels mounted on sleeves on the rear axle and having their inner end formed withbeveled pinions, beveled pinions IOO In testimony whereof I affix my signature in presence of two witnesses.

THOMAS G. PAULSO'N. Witnesses:

A. J. ToRGERsoN, J. A. PAULsoN.

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