US786214A - Gearing. - Google Patents

Description

PATENTED MAR. 28, 1905.

M. HBNDRIOKSON.

GEARING.

APPLIUATION FILED JULY 1,1904.

s sHBTs-sHB-M 1.

No. 786,214. A PATENTED MAR. 28, 1905. M. HBNDRIGKSON.

GEARING.

APPLICATION FILED JULY 1,1904.

3 SHEETS-SHEET 2.

110.786,21-4. A PATENTED MAR.28,1905.

M. HBNDRIGKSON.

GEARING.

APPLICATION FILED JULY 1,1904.

3 SHEETS-SHEET 3.

l i i l l UNITED: STATES Patented March 28, 1905.

PAT ENT OEEieE.

MAGNUS I-IICNDRICKSON, OF CHICAGO, ILLINOIS, ASSIGNOR TO JACOB LAU'IH, OF CHICAGO, ILLINOIS.

GEARING.

SPECIFICATION forming part of Letters Patent No. 786,214, dated March 28, 1905.

Original application iiled April 4, 1904, Serial No. 201,428. Divided and this application filed July l, 1904. Serial No. 214,896.

To all wil/ffm, it ntfty/ concern:

Be it known that I, MAsNUs HnNDRieiisoN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, havo invented a new and useful Improvement in Gearing, of which the following is a specification.

The present application constitutes a division of application Serial No. 201,428, filed April 4, 1904, and relates particularly to the gearing in the power-transmission mechanism shown in said application.

The primary object of the present invention is to provide an advantageous and compact arrangement of gearing whereby power may be transmitted from a driving-shaft to a shaft at right angles thereto, provision being made in this case for two speeds forward and a reverse motion.

The accompanying drawings illustrate the power-transmission mechanism for motor-vehicles disclosed in the above-mentioned application; but the claims of the present application are limited to the construction of the gearing proper. In this construction there are employed a plurality of clutch-sliifting levers which serve to shift clutches pertainingI to the .speed and reversing-gear mechanism, a shiftable lever-controller coacting with said levers and equipped with means for preventing the actuation of all but the desired lever and equipped also with means for actuating any desired lever in one direction to throw the corresponding clutch into operative engagement, and a controller-sliifting hand-lever c: pable of swinging in a longitudinal plane and also in a transverse plane, the transverse movement determining the position of said controller, and therefore which clutch-shifting lever is to be actuated, and the longitudinal movement permitting when the hand-lever is swung forwardly the actuation of the proper clutchshifting lever by said controller and serving when the liand-lever is swung rearwardly to retract said clutch-shifting lever.

In the drawings, Figure l represents a broken plan View of the running-gear of a.

n'iotor-vehicle equipped with my improvements, of which the improved gearing claimed in the present application forms a part, the large arrow serving to indicate the direction of the front of the machine, to which the mechanism is applied; Fig. 2, a broken transverse sectional view taken as indicated at line 2 of Figs. 1 and 4 and looking toward the front end of the machine; Fig. 3, a plan sectional view taken as indicated at line 3 of Fig. 4; Fig. 4, a longitudinal sectional view taken as indicated at line 4 of Fig. 1; Fig. 5, a broken plan section taken as indicated at line 5 of Fig. 2 and showing certain clutch-shifting lcvers; Fig'. 6, a similar view showing the lower one of the levers shown in Fig. 5; Fig. 7, a similar view showing the upper one of the levers shown in Fig. 5, the same being a compound lever; Fig. 8, a similar view showing the position of the compound lever changed; Fig. 9, a vertical longitudinal section taken as indicated at line 9 of Fig. l; Fig. IO, a similar section showing certain parts omitted; Fig. 11, a development of certain clutch members employed, and Fig. 12 a section taken as indicated at line 12 of Fig. l.

A description of the complete preferred construction is as follows:

A represents a fragment of the runninggear frame having the cross members A A, comprising angle-bars having their top flanges turned toward each other; B, a longitudinal rotary shaft actuated from the engine (not shown) at the front eiid of the machine, preferably through the medium of a friction-clutch, (not shown;) B, a gear-casing supported on the members A A2 and comprising members separable at a longitudinal plane and provided with bearings B B:g for the shaft B; B", B5, and B, clutch members splined upon the shaft B and shiftable longitudinally thereof; B7, B", and B, bevel-gears liournaled upon the shaft B and suitably conlined against longitudiiial movement with relation thereto, said gears being equipped at their hubs with clutch members coacting with the clutch members B'l B B, respectively; C, a tiansversely-extending sprocket-shaft journal ed in one side of the casing B' and in a bearing C', supported by a member C, secured on the transverse members A AZ; C3, a bevel-gear lixed on the shaft C and meshing' with the gear Bx; C", a larger bevel-gear lixed on the hub of the gear C and meshing at its front portion with the gear B7 and at its rear portion with the gear BU; D, Figs. l and 4, alongitudinally-movable clutcl shifting rod equipped with a yoke D', engaging the clutch mem ber B1, said rod having connected therewith an actuating-link D2; D, a longitudinally -movable clutch shifting bar equipped with yokes D1 DV, engaging, respectively, the clutch members B5 B", said bar Dg having connected with the front end thereof a shifting-link D, E, a transversely-extending lever having its left-hand end, Fig. 2, connected with the free end of the link D, E', a parallel lever located just above the lever E and connected at one end with the link D, E2, a relatively short lever connected with the lever F] by a link E and constituting therewith a compound lever; F, a transversely-movablc lever-controller mounted on a guide F', supported on the member A', F2, a controllershifting hand-lever capable of swinging both in longitudinal and transverse planes, and F3 a stationary guard for said hand-lever.

Any suitable friction-clutch may be employed at the engine for communicating motion to the shaft B, and where such a clutch is employed it preferably is controlled by a rod connected with the hand-lever F2.

Any desired arrangement of the speed and reversing gear mechanism may be employed. ln the construction shown the shaft B extends longitudinally through the casing B', and the shaft U is perpendicular to and has one end adjacent to the shaft B at about the center of said casing. The gear C is liXed on the adjacent end of the shaft C and meshes with the gear B, and the gear C is lixed on the hub ofthe gear C within the gear-casing and is suitably dished to enable it to engage the gears BT B", which face each other. The clutch members Bf BG have teeth extending toward each other, so that when the bar D"i is shifted in one direction one of said clutch members is brought into operative engagement with the corresponding gear, and when said bar D3 is shifted in the opposite direction the other one of said clutch members is brought into engagement with the corresponding gear. The gear-casing is provided with suitable guides for the rod D and bar D. A detail of the construction of the clutch members employed within the casing B' is shown in Fig. ll, which shows the gear B7, for instance, provided with lateral teeth L of substantially square cross-section and the clutch member Bl provided with similarly-shaped teeth 7)'. The teeth of each member are alternately long and short, as shown; the result of this construction being to enable the clutch members to be readily thrown into interlocking engagement. The shaft C is shown equipped with a sprocket-wheel c, through the medium of ential-gear mechanism on the driving-axle of the vehicle.

Any suitable construction for the yoke-actuating members D D' and the attendant parts may be employed, and it is unnecessary to describe these parts with more particular-ity.

The levers E and F/ are pivotally supported on a post e, rising' from the n'iember A'. The short lever E is supported near its center on a stationary pivot c' and has one end curved, as shown at e2, and connected with one end of the link E". The other end ofsaid link is connected with a lug c on the lever E' and to the rightof the pivoted point thereof, Fig. 2. The free ends of the levers ,IC E' lt are equipped, respectively, with segmental heads @i c" a", which lie in dili'erent longitudinal planes, as shown in Fig. Q. of each of said segmental heads is slightly grooved for engagement with an actuatingstud with which the lever-controller F is equipped. The device F con'iprises a transversely-movable slide f, mounted on the guide F', a lever-actuating plunger j", movable longitudinally with relation to the vehicle-body, and a springfi, serving to force said plunger forwardly, thereby to cause it to actuate the appropriate clutch-shifting lever after the slide` f has been preparatorily shifted by the hand-leverF. The slidefis provided with aiforwardly-projecting lug f3, equipped with a slotf for receiving the haml-lever. Said slide is provided also with a downwardlyprojecting llangef", which is equipped with a slot f, which may be entered by any of the segmental lever-heads mentioned, according to the position of the slide f. The plunger l7"' is equipped with a downwardly-extemling linger or stud f7, which serves to engage the appropriate lever-head, according to the position of the slide f. The guard Fi', as shown in Fig. l, is located adjacent to the lug f ol the slide and is provided with a plurality of slots f f fl", which correspond with the several positions of the lever-controller. The hand-lever F2 may enter either one ol these slots, according to the position of the controller. The lever F5 has connected with it a forwardly-extending rod f, which may be connected with any suitable clutch or other shil'table power-transmission member (not shown) attheengine. (Not shown.) ln such case when the hand-lever is sw ung rearwardly to retract lthe clutch-shifting lever at the speed and reversing-gear mechanism which happens to be in use the rod f will serve to disconnect the clutch at the engine, and when the hand-lever is swung forwardly to permit the plungerj" to actuate a clutch-shifting lever the rod f will serve to throw the clutch at the engine into engagement again. The hand-lever is provided at its rear edge with a lug f1, which serves to enter the slotf and engage the head of the clutch-shifting lever which whichpower may be transmitted to the difleri happens to be in use, thereby to cause the 'lhe rear end IOO same to clear the slot f and permit the controller to be shifted.

The' operation will be readily understood from the foregoing detailed description. When the hand-lever is in a position wholly in the rear of the g'uard F3, the clutches are all out of operative engagement. Then it is desired to employ the slow speed forward,this may be accomplished by shifting the bar D forward, which in turn may be accomplished by shifting the controller F so that its slot f1 reg'isters with the slotfx of the hand-lever guard and then pushing' the hand-lever forward into the slotfs, thereby permitting the plunger f to operate, through the medium of the finger f7, upon the lever E2. When the linger f7 is in position to eng'age the head e on the lever E3, the slotf in the iiange of the controller-slidej" is in position to receive the head e, while the iiangef serves to prevent forward movement of the heads of the other two levers. When the lever E is actuated through the medium of the plung'er, it serves to throw the right-hand end of the lever E rearwardly, thereby drawing' the link D forwardly and causing' the clutch member B to engage the corresponding clutch member on the gear Bi'. When it is desired to change from slow speed forward to fast speed forward, this may be accomplished by withdrawing the hand-lever from the slotj18 and shifting the controller to its intermediate position and then advancing the hand-lever into the slot f of the guard. When the hand-lever is retracted preparatory to shifting the controller, it retracts the plunger f and also retraets the head of the lever E2. When the hand-lever is advanced into the slot f of the g'uard, the plunger operates to force the head of the lever E forwardly, the slide at this time being properly located to enable the head of said lever to enter the slotff. Then it is desired to reverse the machine, the hand-lever is withdrawn from the slotf of the guard and moved laterally into alinement with the slotfl0 of the guard and then thrust forwardly into the said lastnamed slot. The last mentioned shifting movement brings the controller into position to enable the plunger e' to thrust the head of the lever E forward, thereby drawing the link D2 rearwardly and throwing the clutch member B" into engagement with the gear B7. lf the rod f be connected as above suggested, at each forward movement of the hand-lever Fi the clutch at the engine will be operated to cause the shaft B to rotate, and at each rearward movement of the hand-lever said clutch will be operated to release said shaft B. It is obvious that the controller can be shifted at will to enable the hand-lever to enter any one of the slots of the guard. Moreover, it will be understood that it is impossible to shift the controller for the purpose of causing' a fresh set of gears to operate without first disconnecting the set which chances to be in use. Then the members of a givenclutch are brought together, the clutch-teeth are caused to operate almost instantaneously, owing to the fact that by means of the alternately long and short tooth arrangement ample time is allowed to enable the teeth vto interlock. This overcomes the great objection which has heretofore existed to the use of clutch members of the same general character, due to the slippage incident to an effort to cause the clutch-teeth to interlock. Moreover, the expedient provides against injury to the teeth, inasmuch as it enables substantial engagement of the teeth at the moment when the first operative engagement occurs. The sockets between the teeth are alternately deep and shallow, providing for perfect interlocking when the clutch members are in engagement.

rlhe novel clutch construction described is not claimed in the present application.

It will be understood that many chang'es in details of construction within the spirit of my invention may be made. Hence no undue limitation should be understood from the foregoing detailed description.

That 1 regard as new, and desire to secure by Letters Patent, is-

1. In mechanism of the character described, the combination of a casing comprising two members meeting in a vertical longitudinal plane and equipped at its ends with bearings, a longitudinal shaft extending through said casing and journaled in said bearings, a plurality of bevel-gears journaled on said shaft, clutch members corresponding with said gears, a shaft at right angles to said [irstnamed shaft and projecting through one side of the casing, bevel-gears fixed to said secondnamed shaft and meshing with said first-named gears, longitudinally-slidable members projecting into said casing, means for actuating' said last-named members, and clutch-shifting yokes carried by said last-named members, substantially as and for the purpose set forth.

2. ln mechanism of the character described, the combination of a shaft equipped with a plurality of bevel-gears, a shaft perpendicular to said lirst-nan'ied shaft, gears journaled on said second-named shaft and engaging said first-named gears, clutch members shift-able longitudinally on said second-named shaft, levers for actuating said clutch members extending' transversely with relation to said second-named shaft, a controllershiftable transversely with relation to said second-named shaft, lever-actuating means carried by said controller, a hand-lever pivoted to swing in longitudinal and transverse planes, and a guard provided with a plurality of sockets for said hand-lever.

3. In mechanism ofthe characterdescribed, the combination of speed and reversing-gear mechanism, comprising pairs of intermeshlOO IIO

ing-gears, suitable clutching members therefor, levers serving to actuate said clutch members, a shi'ftable lever-controller, a hand-lever eoacting therewith and having universal connection at its lower end with a support, and a rod connected with said hand-lever above said universal connection and adapted to shift a power-transmission member, for the purpose set orth.

4. The combination of a casing equipped at its ends with bearings, a shaft extending through said easing and journaled in said bearings, a plurality of bevel-gears journaled on said shaft, clutch members corresponding therewith, longitudinally-shiftable links extending' into said easing, clutch-shifting yokes carried by said links, a shaft perpendicular to said iirst-named shaft and projecting MAGNUS HENDRILKSGN.

In presence of- F. M. Win'rz, NVAL'LER N. W IN1; une.

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