US764896A - Gearing. - Google Patents

Description

PATBNTED JULY 12, 1904,

H. P. MAXIM.

GEARING.

APPLICATION FILED AUG. 29. 190s.

3 SHEETS-SHEET l.

N0 MODEL.

wi l mosca No. 764,896. PATENTED JULY l2, 1904.

H. P. MAXIM.

GEARING.

APPLICATION FILED AUG.29, 1903.

N0 MODEL. 3 SHEETS-SHEET 2.

D L L L a A '42 w 7 .Qmx S Ng S u) lq Q 95 m` "B -S k ,Q N u g BU u w E s s s- N 's no N ms It?. 6 S W Q @bui-fue seo S1 u MVL' z d @MJ 75?/1 enroule/gw' PATENTED JULY 12, 1904.

H. I?. MAXIM.

GEARING.

APPLICATION FILED AUG. 29. 1903.

3 SHBBTS-SHEET 3.

N0 MODEL.

.lll

Y UNTTED STATES l Patented July 12, 1904.

PATENT OrErcE.

HIRAM PERCY MAXIM, OF HARTFORD, CONNECTICUT, ASSIGNOR TO ELECTRIC VEHICLE COMPANY, OF HARTFORD, CONNECTICUT, A CORPORATION OF NEV JERSEY.

GEARING.

SPECIFICATION forming part of Letters Patent No. 764,896, dated July 12, 1904.

Original application filed .Iune 3, 1896, Serial No. 594,058. Divided and application filed April 15, 1902, Serial No. 102,969. Again divided and this application iiled August 29, 1903. Serial No. 171,185. (No model.)

T0 m7] 1071/0711, it Ntfry cmwcrru.

Beit known that I, HIRAM PERCY MAXIM, a citizen of the United States, residing at 550 Prospect avenue, in the city of Hartford,State of Connecticut, have invented certain new and useful Improvements in Gearing, of which the following is a specification, reference being had to the accompanying drawings, forming a part hereof, this application being a division of the application filed byvme April 15, 1902, bearing the Serial No.- 102,969, which was itself a division of the application filed by me June 8, 1896, Serial No. 594,058, forfeited, and renewed August 18, 1899, Serial No. 727,703.

This invention relates in general to gearing, and more especially to the construction and operation of gearing for transmitting power and effecting' changes of speed and direction.

The object of the invention is to provide an improved form of gearing and one which shall be so arranged and constructed that changes in the direction of the movementof the vehicle, changes in the speed of the vehicle when moving in either direction, and the application of a brake can be controlled or effected by the movement of a single controller handle or lever.

In the application Serial No. 102,969, of which this is a division, the features of improvement are set forth in their broader aspect, it being the intention in the present application to cover a particular embodiment of the invention which in said former application is illustrated in different forms. The drawings of the present case, which are intended to illustrate the invention herein sought to be covered, show no more than is shown in the drawings of said former application; but in order to avoid unnecessary repetition some of the figures of the present drawings are made to show features taken from other ligures of the drawings of said former lapplication.

In the present drawings, Figure lis a View, partly in side elevation and partly in longisented in Figs. 1 and 2. Figs. 5 and 6 are similar views of another of the gears of said train. Fig. 7 is a side view of one portion of the gearing shown in section in Fig. 2.

In order to enable the invention to be better understood, the gearing will be described with reference to its application in a motor- Vehicle. Such vehicle may be provided with arunning-gear, comprising, as usual, side bars or reaches a a and front and rear cross-bars a a2, these bars being preferably tubular in construction. The rear cross-bar a2 has depending arms or hangers a3, which support the rear axle cl2, and the front cross-bar a furnishes support for the front axle through any desired connection, not necessary to be specifically shown. Between the two sidebars a ca extend ordinary carriage-springs af, which support the carriage box or body and the carriage-springs a5, which support the motor-platform r/. The latter is free from the former at all points, and the two are thus supported independently of each other, whereby the vibrations of the motor are prevented from being transmitted to the carriage box or body and the motor is prevented from being affected in any manner by any movement of the carriage box or body. The particular type of motor employed is not concerned in the present invention, and a detailed description thereof is therefore unnecessary. It is obvious that a motor of any type-such as vapor, steam, or electricmight be employed. For illustration, there is shown a motor of a well-known type of internal-combustion engine, the two motor-shafts e of the duplex motor being represented ascoupled together by means of the common gear m. The latter meshes with the gear m on the shaft m2, which is mounted to rotate in suitable bearings on the motor-platform. The gear m is a common driving-gear for the two gears m3 mi, which are mounted loosely on the shaft m2, one on each side of the gear m', and are adapted to be coupled or clutched thereto at the will of the operator. The gear m has on each side lugs m5, which are adapted to be engaged by corresponding lugs on. on an adjacent face of the gear m3 or mi, and the latter are carried by and are free to rotate upon short sleeves m7, which are adapted to be moved longitudinally on the shaft m2 by a double clutch-lever ms. rl`he gears m3 m4 mesh, respectively, with the gears m 012,1", which are fast upon a driving-shaft m, the latter being free to rotate in suitable bearings carried by swinging arms m12, which are hung upon the shaft m2. It is apparent that when either one of the gears m3 m1 is moved into engagement with the gear m the shaft mu will be driven at a corresponding speed Aand the other gear, m* or m3, will rotate idly upon its carrying-sleeve m7. From the shaftm11 motion is transmitted to the rear axle by gears presently to bedescribed, and such gears are maintained in proper relation by links m13, which connect the shaft mu with the rear axle. It will be readily understood that as the motor-platform oscillates with respect to the running gear the gears carried by the shaft mu, which issupported wholly by arms and links r11/12mm, will always maintain their engagement with the respective gears on shaft m2 and the rear axle notwithstanding the changes of position of the former with respect to the latter. The gear which transmits motion from the shaft m11 to the rear axle comprises both the vahead-clutch and the backing-clutch, which are controlled by the operator by means of suitable intermediate mechanism. The construction of this gear is preferably as follows: The gear-teeth are formed upon a ring a, which is carried by a shell mounted loosely upon the shaft mu. As represented, the said shell is formed in two parts a a2, which are rigidly united by the ring n. The shell a carries an internal gear a3, which is engaged by pinions a5, mounted on studs a7, carried by a shell or friction-drum a, the latter being mounted loosely on the shaft mu. A pinion au is secured to the shaft m to rotate therewith and engages the pinions a5. The shell a2 is provided with studs i231, upon which are mounted pinions a, which mesh with an yinternal gear as, carried by a shell or frictiondrum am, the latter being mounted loosely on the shaft mu. A pinion am is fixed upon the shaft mu to rotate therewith and engages the pinions 71,5. It is apparent that whenever both drums n 'am are free to rotate no motion will be imparted from the shaft mu to the gear a,

the pinions a5 in one case revolving freely about the shaft as they rotate upon their own axes without moving the internal gear a' and the pinions a in the other case causing the internal gear as to rotate, and hence failing to revolve about the shaft mu, and therefore failing to rotate the shell 71.2 and the gear a. However, if the rotation of either shell n or am is retarded motion will be imparted to the gear a in one direction or the other, the maximum speed of said gear a being' attained when one shell, a, or the other, n10, is held stationary.

Itis apparent that if suitable means are provided for retarding the rotation of the shells a or am the speed of the vehicle can be graduated by the operator exactly as he desires up to the maximum determined by the speed of the drivi-ng-shaft m11 and. the direction of movement of the vehicle, whether forward or backward, be determined also while the maximum speed of the shaft m, and hence of the vehicle, may be varied as above, according to the requirements of its use, by regulating the governor of the motor. The gears fin/3m4 are shifted into or out of. engagement with the driving-gear m, according to the amount of load carried by the vehicle and the character of the road upon which it travels. The gear a meshes directly with the gear 0 on the rear axle, this gear being preferably a balancegear such as that already referred to in order to allow independence of movement of the two rear wheels.

A suitable friction-strap p may be provided to regulate the rotation of each shell or friction-drum a n2, and it may be placed under the control of the operator by'suitable intermediate devices.

Letter p represents one friction-strap, connected by a link p with a bell-crank lever 02, arranged to be operated by the cam p3 on a shaft p, to which movement may be imparted by any suitable means-such, for example, as the controller-lever, link, gear, segment, and pinion on the shaft. Similarly the other friction-strap, p, may be operated through a bell-crank lever p5, link p, and bell-crank lever p7 from a cam p8 on the shaft p, the, cams pijas being so disposed relatively to each other as to tighten but one strap at a time, leaving the other loose, while they have a common neutral point which will permit both straps to be loosened at the same time in order to bring the vehicle to a stop. The clutch-leverm3 may also be operated by any suitable means under control of the operator, and a convenient arrangement for this purpose consists of a link q and a spring Q to maintain the small gear mAi normally in engagement with the gear m and the bell-crank lever q2, arranged to be operated by the foot of the operator through a suitable boltq.

It will be evident that the action of the controller-handle f, through the intermediate IOO connections and the friction-straps or brakebands p, upon the shells or drums of the respective ahead and backing gears not only controls the direction of movement of the vehicle, but also controls the application of a brake to a vehicle when the same is moving in either direction. Thus if the vehicle is going ahead with the controller-handle in its forward position the movement of the controller-handle to its middle position will leave both the ahead-gearing and the backing-gearing free, permitting the vehicle to coast. If now whilethe vehicle is still moving ahead the controller-handle be moved back of its middle position, it Will, through the action of the friction strap or brake upon the shell or drum of the backing mechanism, which shell or drum is of course rotating ahead, at first apply a brake to the vehicle through such shell or drum. The continued application of the brake to the shell or drum will eventually result in such retardation thereof as to cause the backing mechanism to act and the vehicle to be propelled backward. The single controlling-handle has, therefore, the Jfunctions of a brake-handle as Well as the functions of a reversing-lever. It will be further observed that as the ahead mechanism, as well as the backing mechansm, is also a speed-changing mechanism, as determined by the slip of the shell or drum, the same controller-handle f9 is adapted not only to control the speed of the driving mechanism, but to apply a brake to the vehicle as well under such conditions as have been described above.

The mode of operation of the several features of the improvement has been sufiiciently set forth in the above description, and no further explanation thereof or of the application thereof to a vehicle need be given.

It is obvious that many changes can be made as to the construction of the gearing and the arrangement thereof in a vehicle, and it is understood, of course, that the uses of the gearing are not confined to a vehicle and that such gearing' might be employed in connection with any device in which it is desirable to effect changes of speed and the direction of movement of a given shaft.

I/Vhat I claim, and desire to secure by Letters Patent, isw

l. In amotor-vehicle, the combination with a driving-shaft mu, means to actuate said driving-shaft and a driven gear o of a gear n mounted to rotate freely upon said shaft and meshing with said driven gear 0, an internal gear n3 carried with said gear n, a shell or drum n mounted to rotate freely upon said shaft, a pinion a5 carried by said shell or drum to revolve about Asaid shaft, a drivingpinion au fixed to said shaft and engaging said first-named pinion, and means to retard the rotation of said shell or drum.

2. In a motor-vehicle, the combination with a driving-shaft mu, a gear n mounted to rotate freely on said shaft, and a driven gear o, of an internal gear 77,3 carried with said gear n, a shell or drum ng mounted to rotate freely upon said shaft, a pinion fn, carried by said shell or drum and engaging said internal gear a3, a driving-pinion an fixed upon said shaft and engaging said first-mentioned pinion, a pinion n carried with said first-named gear to revolve about said shaft, a second pinion 71,12 fixed to said shaft and engaging said lastnamed pinion, a second shell or drum n10, carrying an internal gear to mesh with said lastnamed pinion, and means to retard the rotation of either of saidshells or drums.

3. In a driving apparatus, a shaft, two main members loose on said shaft, an auxiliary member also loose on said shaft, and two independent power-transmitting mechanisms each including three elements, the three elementsv of one power-transmitting mechanism being carried respectively by said shaft, a main member and the auxiliary member, and the three elements of the other power-transmitting mechanism being carried respectively by the shaft, said auxiliary member and the other mainA member, and the first elements of each power-transmitting mechanism being fixed to said shaft and the intermediate ones being rotative upon their supports.

4. In a driving apparatus, a shaft, two main members loose on said shaft, an auxiliary member also loose on said shaft, two independent power-transmitting mechanisms each including three elements, the three elements of one power-transmitting mechanism being carried respectively by said shaft, a main member and the auxiliary member, and the three elements of the other power-transmitting mechanism being carried respectively by the shaft, said auxiliary member and the other main member, and the first elements of each powertransmitting mechanism being fixed to said shaft and the intermediate ones being rotative upon their supports, and means for alternately limiting the motion of the main members.

5. In a driving apparatus, a shaft, two main IOO IIO

members loose on said shaft, an auxiliary member also loose on said shaft, two independent power-transmitting mechanisms each including three elements, the three elements of one power-transmitting' mechanism being carried respectively by said shaft, a main member and the auxiliary member, and the three elements of the otherv power-transmitting mechanism being carried respectively by the shaft, `said auxiliary member and the other main member, and the first elements of each power-transmitting mechanism being fixed to said shaft and the intermediate ones being rotative upon their supports two bandbrakes located to peripherally engage said main members and means for alternately operating said bandbrakes.

6. In a driving apparatus, a shaft, two main members loose thereon, an auxiliary member loosely supported upon the shaft between said main members, and two independent trains of intermeshing gears, ythe first members of each of said trains being keyed to the shaft and the other members of said trains being carried respectively by said auxiliary member and the main members.

7.` In a driving apparatus, a shaft, two main members loose thereon and one of them having an annular gear device, an intermediate member also loose upon said shaft and provided with an annular gear device, two gears meshing respectively with said annular gear device, one of them being rotatively carried by said intermediate member, the other one being rotatively carried vby one of the main members, and gears meshingy with said rotatively-` carried gears and fixed to said shaft.`

8. In a driving apparatus, a shaft, two main members loose thereon, one of said members being provided with an inturned annular' iiange, providedl upon its inside face with an annular gear device, a member intermediate said main members and also loose upon said shaft and provided with an outwardly-disposed flange having an annular gear device upon itsinner face, twol gears rotatively carried Arespectively bythe intermediate member and byone of the main members and meshing with said annular gear device, and gears fixed to the Vshaft and meshing with said rotatively carried gears.

9. In a motor-vehicle, the combination with a driving-shaft mu, a gear n mounted to rotate freelyxon said shaft, and a driven gear 0, of an internal gear n3 carried` with said gear n, a shell or drum n mounted to rotate freely upon said shaft, a pinion m5 carried by said shell or drum and engaging said internal gear n3, a drivingpinion n fixed upon said shaft and engaging said first-mentioned pinion, a pinion n carried with said first-named gear to revolve about said shaft, a second pinion am fixed to said shaft and engaging said lastnamed pinion, a second shell or drum n10, carrying an internal gear to mesh with said pinion u, and means cooperating with the gear n and with the main shaft for effecting the reversed motion of the driven gear o.

This specification signed and witnessed this 27 th dayof August, A. D. 1903.

HIRAMHIERGY MAXIM. In presence of# CHARLES Gr. HUNTINGTON, RUDOLPH RIEGE.

Images