US765335A - Speed changing and reversing gear. - Google Patents

Description

N0. 765,335. PATENTED JULY 19, 1904.

J. A. DISGHINGER.

SPEED CHANGING AND REVERSING GEAR.

APPLICATION FILED JUNE 6, 1903.

N0 MODEL. 2 SHEETS-SHEET 1.

II 7261902071 e27 PATENTED JULY 19, 1904.

v No. 765,335.

, J. A.,DISGHING VER. SPEED CHANGING AND EEvEEsme GEAR.

APPLICATION FILED JUNE 6. 1903.

N0 MODEL 5 e s 5 e of any suitable construction.

ll N I-TED STATES Patented July 19, 1 904.

PATENT OEEIcE.

JOSEPH A. DISOHINGER, OF TONAVANDA, NEW YORK.

SPECIFICATION forming part of Letters Patent No. 765,335, dated July 19, 1904, Application filed June 6 1903. Serial No. 160,283. (No model [0 (tr/ll whrmt it puny concern:

Be it known that I, JOSEPH A. DISCHINGER, a citizen of the United States, residing at Tonawanda, in the county of Erie and State of New York, have invented new and useful Improvements in Speed Changing and Reversing Gear, of which the following is a specification.

This invention relates to a speed changing and reversing gear, which is more particularly designed for use in motor-vehicles, although the same may also be used for other purposes.

The object of this invention is to produce a gearing of this character which permits of a comparatively large variation in speed and which is simple, durable, and compact in con struction, easy of manipulation, and not liable to get out of order.

1n the accompanying drawings, consisting of two sheets, Figure 1 is a central longitudinal section of my improvedspeed changing and reversing gear. Figs. 2 and 3 are transverse vertical sections in lines2 2 and 8 3, Fig. 1, respectively. Fig. 4 is a fragmentary longi tudinal section in line 4 1, Fig. 2. Fig. 5 is a fragmentary longitudinal section in line 5 5, Fig. 1. Fig. 6 is a fragmentary elevation showing the means for indicating at what speed the gearing is set. Fig. 7 is a horizontal section in line 7 7, Fig. 6.

Similar letters of reference indicate corresponding parts throughout the several views.

A represents the main frame, which may be This frame is provided with bearings a a, in which the horizontal driving-shaft B is journaled. Power may be applied to the driving-shaft for turning the same by any Well-known motorsuch, for instance, as the gas-engine commonly used in propelling motor-vehicles.

(J C represent two supporting-plates mounted side by side on the driving-shaft with an intervening space between them and held stationary by laterally-projecting brackets c, which are secured to the main frame. Upon this shaft adjacent to the inner side of the supporting-plate is secured a universal gearpinion D. Between the supporting-plates and around the universal gear-pinion are arranged a plurality of pairs of differential gear-Wheels E E, F F, and Gr G, whereby the variation in speed is obtained. Each pair of differential gear-wheels consists of a small gear-wheel, which is arranged adjacent to the supportingplate C and meshes on its inner side with the universal gear-pinion, and a large gear-wheel, which is arranged adjacent to the supportingplate C. The gear-wheels of each pair are journaled'on the supporting-plates by means of a bushing it, which extends through the bore of the wheels, and a transverse tie bolt or rod it, whereby the bushing is clamped between the supporting-plates. The relative size of the differential gear-wheels of each pair varies from that of the other pairs, and the axis of the several pairs are arranged at different distances from the axis of the universal gear-pinion, so that the smallwlieels of the several pairs which are of different diameters can all mesh constantly with the universal gear-pinion. V

I represents a reversing gear-wheel, which meshes with the large gear-wheel G of the largest differential pair and which form part of the transmitting-gearing whereby a reverse movement at slow speed is produced. This reversing gear-wheel is arranged between the supporting-plates and pivotally supported thereon by a cross-bolt or tie-rod 2", connecting the plates, and a bushing vi, ar-

ranged between the tie-rod and the bore of the reversing gear-wheel, The several pairs of differential gear-wheels are turned forwardly in the same direction, because they are driven directly from the universal gearpinion; but the reversing-wheel is turned backwardly, because the same is driven indirectly through the medium of the differential gearwheels G G, which are interposed between the universal gear-pinion and the reversing gear-wheel.

J represents a universal gear-wheel, which has its periphery arranged to intersect the outermost part of the periphery of the large differential gear wheels E F G and the reversing gear-wheel I. In order to permit of this arrangement of the universal gearwheel, the same is pivoted eccentrically with reference to the driving-shaft and universal side of the universal gear-wheel J.

gear -pinion and preferably journaled on a bearing or hub 7', formed eccentrically on the outer side of the supporting-plate C.

K represents a duplex gear-pinion having a planetary movement whereby the same may be shifted bodily for coupling the universal gear-wheel J with the reversing gear-wheel 1 or with any one of the differential gearwheels E F Gr. This pinion is rotatably supported by acarrier, so that one of its ends can be engaged with the reversing gear-wheel or with any one of the large differential gearwheels, while its opposite end is constantly in mesh with the universal gear-wheel. In the position of the parts shown in Figs. 1, 2. and 8 the duplex couplingpinion connects the universal gear wheel with the differential gear-wheel F, whereby a medium rate of speed is transmitted from the driving-shaft successively through the universal gear-pinion 1), small differential gear-wheel F, large differential gear-wheel F, duplex couplingpinion K, and universal gear-wheel J to the parts connected with the latter. Upon moving the coupling-pinion in the direction of the arrow and engaging the same with the differential gear-wheel E the rate of speed transmitted is increased, while upon shifting the coupling-pinion in the opposite direction, so that the same is engaged with the differential gear-wheel G, the rate of speed trans mitted is reduced. Upon shifting the couplingpinion so that the same connects the universal gear-wheel and reversing the gearwheel, as shown by dotted lines H, Fig.'

4, motion is transmitted from the drivingshaft to the parts which are operatively connected with the universal gearwheel at a slow reversed speed. When the couplingpinion is not in engagement with any of the gear-wheels E F ir H, the driving mechanism is wholly uncoupled from the driven mechanism. As shown in the drawings, the duplex coupling-pinion is shifted by means of a carrier, consisting of two revoluble rims L L, between which the coupling-pinion is pivotally supported by means of a transverse bolt or tie-rod Z, connecting laterally-projecting arms ZI on the rims, and a bushing 17, mounted on the rod Z and arranged in the bore of the coupling-pinion, as shown in Fig. 1. One of the rims is mounted to turn on an annular guide flange or seat If, arranged on the outer side of the supporting plate 0, while the other rim is arranged to turn on a similar annular guide flange or seat 6' on the outer These flanges are arranged axially in line with each other and concentric with the universal gearwheel.

M represents a shifting shaft journaled in the brackets c and provided with shifting gearpinions m m, which mesh with gear-segments m, formed on the outer side of the rims L L.

By turning the shifting shaft and its pinions in the proper direction the gear-rims may be rotated so as to engage the coupling-pinion with any one of the large differential gearwheels for varying the speed accordingly or with the reversing gear-wheel for moving the driven parts in the opposite direction at a slow speed. The turning of the shifting shaft is preferably effected by means of an upright hand-operated shaft N, journaled in suitable bearings on the main frame and connected at its lower end with one end of the shifting shaft by means of inter-meshing bevel gearwheels a a, While its upper end is provided with a crank wheel or handle O, which is arranged within convenient reach of the attendant. The relative size of the bevel-wheels a 11/ is preferably such that one turn of the handshaft produces three turns of the shifting shaft, thereby enabling the transmitting-gearing to be quickly adjusted.

For the purpose of determining the position of the duplex or coupling pinion with reference to the reversing and the several differtial gear-wheels an indicator is provided, which consists of a screw-nut P, arranged on a screwthreaded part 1) of the hand-shaft and provided with a pointer 12, arranged adjacent to a scale p Upon turning the hand-shaft the pointer is raised or lowered, owing to the screw connection between these parts. During its movement the pointer traverses the scale 19 the graduations of which correspond with the different positions in which the coupling-pinion connects the universal gear-wheel with the several gear-wheels E F G H. The graduations of the indicator may consist of the initials F, M, S, R, as shown in Fig. 6, which stand for fast speed, medium speed, slow speed, and reverse speed, respectively; but these positions of the parts may be otherwise indicated. In order to prevent the pointer from turning and compel the same to move lengthwise of the hand-shaft, the pointer is arranged in a vertical slot p formed in the adjacent part of the frame which carries the graduations. For holding the transmittinggearing in its adjusted position the'indicator screw-nut P is split on the side opposite its pointer, and the parts on opposite sides of the split are connected by a clampingbolt p. VVhile adjusting the gearing, this clampingbolt p is loose to permit the hand-shaft to be turned freely. After adjustment the clamping-screw p is tightened, thereby preventing the vibrations of the transmitting-gearing from jarring the same out of adjustment.

A clutch is preferably employed for connecting and disconnecting the universal gearwheel and the driven mechanism. The clutch for this purpose shown in the drawings is constructed as follows:

Q, represents a rotary driven sleeve journaledon the eccentric-hub j of the universal gear-wheel and provided at its outer end with a sprocket-wheel R, which is connected with the driven mechanism.

S S represent two segmental clutch-shoes arranged on the inner side of the annular flange Z on the universal gear-wheel and connected at their outer ends by radial arms s s with a collar .9, which is secured to the inner end ofthe driven sleeve Q.

T T represent a pair of laterally-swinging clutch-levers arranged on opposite sides of I the driven sleeve and pivoted on the opposing inner ends of the clutch-shoes, so as to leave a short heel at on each lever between its pivot and the adjacent end of its clutchwedge is mounted on a clutch-collar W, Whichis capable of sliding lengthwise on-the driven sleeve, but is compelled to turn therewith by a spline w. The longitudinal movement of the collar is produced by a controlling-lever X, pivoted on the main frame and having a fork :12, which engages with an annular groove '10 in the clutch-collar. Upon moving the latter inwardly, the wedge enters between the free ends of the clutch-levers and spreads the same, causing the clutch-shoes connected therewith to be carried outwardly into engagement with the clutch-flange Z, thereby coupling the driving and driven mechanism. Upon moving the wedge outwardly the clutchlevers are released and the clutch -shoes are permitted to retract from the clutch-flange Z thereby uncoupling the driving and driven mechanism.

According to the foregoing description, the power is applied by the motor to the shaft B and taken off from the sprocket-wheel R to the parts to be driven, which application of power is well suited for operating automobiles. For some uses it may be advantageous to apply the power to the sprocketwheel R and take it ofi' from the shaft B of the transmitting-gearing, the operation of the parts in this use of the apparatus being merely a reversal of that previously described.

I claim as my invention-- 1. The combination of a universal gearwheel, a plurality of differential gear-wheels, means for driving the differential gear-wheels, and a coupling-pinion which intermeshes constantly with the universal gear wheel andwhich is movable bodilyfor intermeshingits periphery with the periphery with any one of the differential gear-wheels, substantially as set forth.

2. The combination of a universal gearwheel, a plurality of differential gear-wheels,

a coupling-pinion for connecting the universal gear-wheel with any one of the differential gear-wheels, a universal pinion which is constantly in mesh with all of the differential gear-wheels, and means for shifting said coupling-pinion, substantially as set forth.

3. The combination of a plurality of differ ential gear-wheels, a coupling-pinion movable bodily for intermeshing its teeth with the teeth of any one of said gear-wheels, aumversal gear-wheel wh1ch 1s constantly in mesh with said pinion, and a universal pinion which is constantly in mesh with all of the differential gear-wheels, substantially as set forth.

4:. The combination of a plurality of differ ential gear-wheels, a coupling-pinion arranged to be engaged with any one of said gear-wheels,

a universal gear-wheel which is constantly in working engagement with said pinion, a universal pinion which is constantly in working connection with the diflerential gear-wheels, and means for shifting the coupling-pinion from one differential gear-wheel to another, substantially as set forth.

5. The combination of a plurality of pairs of differential gear-wheels, the wheels of each pair being of different diameter, a couplingpinion movable bodily for intermeshing its teeth with the teeth of one of the differential gear-wheels of any pair, a universal pinion.

meshing constantly with the other differential gear-wheels of all the pairs, and a universal gear-wheel meshing constantly with the coupling-pinion, substantially as set forth.

6. The combination of a plurality of pairs of differential gear-wheels each pair composed of a large and a small wheel, a coupling-pinion movable bodily for intermeshing its teeth with the teeth of the large gear-wheel of any one of said pairs, a universal pinion meshing constantly with the small gear-wheels of all of said pairs, and a universal gear wheel meshing constantly with the coupling-pinion, substantially as set forth.

7. "The combination of a plurality of differentialgear-wheels, a coupling-pinion movable bodily for intermeshing its teeth with the teeth of any one of said gear-wheels, a universal gear-wheel which is constantly in working engagement with said pinion, a universal pinion which is constantly in mesh with all of the differential gear-wheels and which has its axis arranged eccentric with reference to the axis of the universal pinion, substantially as set forth. v

8. The combination of a plurality of diflerential gear-wheels,a coupling-pinion arranged to be engagedwith any one of said gear-wheels, a universal gear-wheel which is constantly in working engagement with said pinion, a universal pinion which is constantly in working connection with the differential gear-wheels,

a shaft carrying the universal pinion, and a rotary carrier for the coupling-pinion pivoted eccentrically with reference to said shaft, substantially as set forth.

9. The combination of a plurality of differential gear-wheels, a coupling-pinion arranged to be engaged with any one of said gear-wheels, a universal gear-wheel which is constantly in working engagement with said pinion, a universal pinion which is constantly in working connection with the differential gear-wheels, a carrier for the coupling-pinion, a gear-segment arranged on said carrier, and a shifting pinion meshing with said segment, substantially as set forth.

10. The combination of a plurality of differential gear-wheels, acoupling-pinion arranged to be engaged with any one of said gear-wheels, a universal gear-wheel which is constantly in working engagement with said pinion, a universal pinion which is constantly in working connection with the differential gear-wheels, a shaft carrying the universal pinion. a stationary support upon which the differential wheels are mounted and which is provided with a bearing for the universal pinion arranged cccentrically to said shaft, and a rotary carrier for said coupling-pinion mounted on the universal gear-wheel, substantially as set forth.

11. The combination of a plurality of differential gear-wheels, a coupling-pinion arranged to be engaged with any one of said gear-wheels,

a universal gear-wheel which is constantly in working engagement with said pinion, a universal pinion which is constantly in working connection with the differential gear-wheels, a shaft carrying the universal pinion, two stationary plates supporting the differential gearwheels between them, one of said plates having a bearing for said universal gear-wheel arranged eccentrically to saidshaft and rotary carriers for said coupling-pinion mounted on the other plate and the universal gear-wheel, respectively, substantially as set forth.

12. The combination of a plurality of pairs of differential gear-wheels each pair composed of a large and a small wheel, a coupling-pinion arranged to be engaged with the large gearwheel of any one of said pairs, a universal pinion meshing constantly with the small gearwheels of all of said pairs, a universal gearwheel meshing constantly with said couplingpinion, a shaft carrying the universal pinion, two stationary plates mounted on the shaft on opposite sides of the differential gear-wheels and pivotally supporting the same, a bearing for said universal gear-wheel arranged on the outer side of one of said plates eccentrically to said shaft, annular guides arranged on the outer side of the other plate and said universal gear-wheel concentric with the latter, gearrims rotatable on said guides and pivotall y supporting said coupling-pinion between them,

shifting pinions meshing with said gear-rims,

a shaft carrying the shifting pinions and journaled in hearings on said plates, and means for turning the shifting pinions, substantially as set forth.

13. The combination of a forwardly-turning gear-wheel, abaclnvardly-turning gear-wheel, a universal gear-wheel, and a coupling-pinion which meshes constantly with the universal gear-wheel and is movable into engagement with either the forwardly or the backwardly turning gear-wheel, substantially as set forth.

14. The combination of a pair of forwardlyturning differential gear-wheels, a transmitting-pinion meshing with one gear-wheel of said pair, a baclnvardly-turning gear-wheel meshing with the other gear-wheel of said pair, a universal gear-wheel, and a couplingpinion meshing constantly with the universal gear wheel and movable into engagement either with the backwardly turning gearwheel or the differential gear-wheel which meshes with said backwardly-turning wheel, substantially as set forth.

15. The combination of a supporting-plate, a plurality of differentialgear-wheels mounted on said plate, a shaft provided with a pinion cooperating with said differential gearwheels, a universal gear-wheel journaled on said plate eccentrically to said shaft, a coupling-pinion for connecting said universal gearwheel with any one of said differential gearwheels, a rotary sleeve journaled concentrically with said universal gear-wheel, and a clutch for connecting and disconnecting said sleeve and universal wheel, substantially as set forth.

16. The combination of a supporting-plate, a plurality of differential gear-wheels mounted on said plate, a shaft provided with a pinion cooperating with said differential gearwheels, a universal gear-wheel journaled on said plate eccentrically to said shaft and provided'with an annular clutch-flange, a coupling-pinion for connecting said universal gearwheel with any one of said differential gearwheels, a rotary sleeve journaled concentrically with said universal gear-wheel, clutchshoes mounted on the sleeve and cooperating with said clutch-flange, and means for operating said shoes, substantially as set forth.

17. The combination of a supporting-plate, a plurality of differential gear-wheels mounted on said plate, a shaft journaled in said plate and provided with a universal pinion which meshes with one gear-wheel of each of said pairs, a universal gear-wheel journaled on said plate eccentrically to said shaft and provided with an annular flange, a coupling-pinion meshing constantly with the universal gear-wheel and movable into engagement with the companion wheels of any one of said pairs, a rotary carrier supporting said couplingpinion and mounted on the outer side of said flange, a rotary sleeve journaled concentrically with said universal gear-Wheel, clutchshoes mounted on said sleeve and arranged on the inner side of said flange, clutch-levers for expanding said shoes, a wedge for operating said levers and a clutch-collar carrying said wedge and movable lengthwise of the sleeve l but compelled to turn therewith, substantially as set forth.

Witness my hand this 2d day of June, 1903. JOSEPH A. DISCHINGER. 1 Witnesses: THEo. L. Por'r,

EMMA M. GRAHAM.

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