US787418A - Reversible driving mechanism. - Google Patents

Description

No. 787,418. PATENTED APR. 18, 1905. E. WBSTMAN.

REVERSIBLE DRIVING MEGHANISM.

APPLoATIoN FILED 1111.19, 1904.

3 SHEETS-SHEET 1.

No. 787,418. PATENTED APR. 18, 1905. E. WBSTMAN. REVERSIBLE DRIVING MEGHANISM.

APPLIOATIDN FILED APB.19, 1904.

3 SHEETS-SHEET 2.

No. 787,418. PA'IBN'IBD APR. 18, 1905. E. WES'IMAN.

REVERSIBLE DRIVING MEGHANISM.

APPLIOATION FILED APB.. 1B. 1904.'

3 SHEETS-SHEET 3.

Fijn k a Niian STATES Patented .April 18, 1905.

EMIL WESTMAN. OF MINNEAPOLIS, MINNESOTA, ASSIGNOR TO THE ENTERPRISE MACHINE COMPANY, OF MINNEAPOLIS, MINNESOTA,

A COPARTNERSHIP.

REVERSIBLE DRIVING SWECHANISM.

SPECIFICATION forming part of Letters Patent No. 787,418,dated April 18, 1905. Application fue@ April 19, i904. serial No. 203339.

To rif/Z 10h/0mJ t ina/y concern,.-

Be it known that I, EMIL VVESTMAN, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Reversible Driving Mechanism; and I do hereby declare the foilowing to be a full, clear, and exact description ot' the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to reversible drivingclutches, and has for its object to provide certain improvements in such a clutch with a View of securing increased eiciency and durability.

To this end my invention consists of the novel devices and combinations of devices hereinafter described, and defined in the claims.

The invention is illustrated in the accompanying'drawings, wherein like notations refer to like parts throughout thelseveral views.

In said drawings, Figure l is' a view in side elevation illustrating my improved clutch as applied in working position for imparting mo- .tion in either direction to the shaft at the right from a shaft turning in a constant direction located at the left---such, for example, as a gas-engine shaft employed through the reversing driving-clutch to impart motion in either direction to the propeller of a boat. Fig. i* is a view in section on the line m2 m2 of Fig. 1. Fig. 3 is a view in section on the line m3 :r3 of Fig. 2 and Fig. 4. Fig. 4 is a view in section on the line a" a of Fig. 3. Fig. 5 is a detail showing the relations of certain members of the reversing ydriving-gears. Fig. 6 is a detail showing the shipper cone or cam in a different position than in Figs. l and 3. Fig. 7 is a view in section on the line of? :v7 of Fig. 3, but with some parts removed and others broken away, showing the right end of the clutch in the same plane as Fig. 2; and Fig. 8 is a section on the line :rs ws of Fig. 3.

E represents the shaft which is driven from a gas-engine or other source of power in aconst-ant direction, as indicated by the arrow, and

P represents the propeller or other shaft which is to bc driven ineither direction from the shaft E through the reversible drivingclutch.

The numeral I represents the body or drum portion of the clutch and is provided with a cross-web 2, dividing'the same into two oppositely-facing cups. The body of the clutch is `also of the proper construction to afford the clutch or friction iiange 3 for cooperation with the internal clamping-ring 4 and an external clamping-ring The cross-web 2 of the clutch-body is provided with a bearing-sleeve 10, formed integral therewith and projecting longitudinally therefrom. The left head 6 of the clutch has its hub 6a loosely mounted on the driven shaft E. The loose drumhead 8 is fixed to the driven shaft P and provided with a bearing-hub 8 with antifriction-bushing 9, on which turns the bearing-sleeve 10, projecting from the cross-web 2.

The driving-shaft has fixed thereto agear a, and the driven shaft IJ has lixed thereto a relatively large gear (Z. rIwo pairs of planetary gears, marked, respectively, and c, cooperate with the said gears L and d on the two shafts to eifect the reversi ng-drive. The planetary gears and c are mounted on bearingshai'ts marked 7 and 7, respectively, which shafts are anchored to the cross-web 2 and the drum-head 6 and not only serve as the bearings i'or said planetary gears 7) and' c, but also serve rigidly to connect the head 6 to the body portion 1 oi' the clutch. The head 6 is rabbeted' to tit the cooperating cup-flange of the drum. One pair of said planetary pinions are short-faced and engage with the gear a on the driving-shaft E. The other pair of said planetary pinions-to wit, the members are long-faced and are engaged by the short pinions I) and themselves engage, respectively,

opposite sides of the gear (Z on the driven shaft. This affords the reversing-drive, as will presently be noted in tracing the action of the clutch. At this place, however, it may be noted that all the planetary gears are supported within one cup of the clutch and that the other members of the reversing-drive-to wit, the gears on the two shafts-are also housed within the same cup of the clutch. Y It should also be noted that in virtue of their relative positions the strains on the planetary gears and those delivered therefrom are balanced in respect to the actions of the shafts.

The internal ring 4 is held by a strong pin 11, fixed to and projecting inward from the head 8, and is subject to acramping-pin 12 of unequal cross-section in oppositev directions and set iatwise in the opening at the split between the ends of the ring. Said crampingpin 12 is seated in the head 8 with freedom for a rotary motion therein, but held from sliding or longitudinal motion in its seat by a suitable fixed stud 13, engaging a groove 121 in the bearing-head of the cramping-pin. To the outer end of the cramping-pin 12 is rigidly fixed a rocker-arm or cam-lever 14, having an adjustable bearing-piece 15, which is subject to the cam-surface of the shipper-cone 16, mounted on the propeller-shaft P and subject to the rocking shipper-fork 17, under the control of the hand-lever 18, as best shown in Figs. 1, 2, 3, and 6. s

The external clamping-ring 5 is anchored at its back to sorte xed base of resistance such as the block or bed casting 19, by screw-bolts 20 or otherwise, and the lower or projecting jaw of its split or open ends rests on a suitable anvil or bed-block 21 at the front side of the clutch, as shown in Fig. 1. To the anvil or bed-block 21 is pivoted a strong pincerlike lever 22, provided in its short arm or biting jaw with a strong set-screw 23, adapted to engage with the upper projecting jaw of the external ring 5, as best shown in Figs. 1 and 8. A link 24, attached to the hand-lever 18, is provided with a roller 25, working between the inclined upper face of the anvil 21 and the under surface of the long arm of the pincer-lever 22 for applying the necessary power to the external ring5 for clamping the same tightly to the friction-ange 3 of the clutch-body. I

It will be noted that the studs 7 are provided with reduced ends that project through the fixed head 6 of the drum and are `provided with nuts that clamp the outer surface of said head and rigidly, but detachably, secure the said head to'said drum. This construction is important because when the nuts are removed the head 6 maybe slid upon the shaft-section E, so as to afford direct access to the gearing within the drum.

The construction and relation of the parts being as above described, the action thereof may briefly be stated as follows: Let it be assumed that it is desired to turn the propellershaft P in the same direction as the engineshaft E, in which instance the parts will be in the position shown in Figs. 1, 3, and 8, or, otherwise stated, the external clamping-ring 5 will be free or loose, and the internal. clamprealms ing`ring4will be tightly clamped to the in- 65 ner surface of the clutch-flange 3, under the action of the cramping-pin 12, rocker-arm 14 with its bearing-piece 15. and the cam-surface of the shipper-cone 16. i 1n this, which may be called the normal" relation of the parts, it must be obvious that the head 8 is clamped tight to the body portion 1 of the clixtch by the internal clamping-ring 4, and must turn therewith under the driving action communicated through the said ring 4, and the pins 11 and 12. In this interlocked position of all the parts of the clutch the gears simply stand stationary and rotate with the body of the clutch and the two shafts as' if the parts were all in one piece, unless there be some slip motion between the ring 4 and the clutch-flange 3, which for present purposes may be ignored.

ANow let it be assumed that it is desired to reverse the propeller-shaft P, or drive the same in the opposite direction in respect to the rotation of the engine-shaft E. The handlever 18 will then be thrown rearward. thereby through the rocking shipper 17 moving the shipper-cone 16 out from under the bearingpiece 15 of the rocker-arm 14 `and letting the same drop olf from the cam-surface of the cone down onto the shaft, as shown in Fig. 6, thereby releasing the cramping-pin 12, and permitting the internal ring 4 to assume its most contracted or normal position, free from the frictionflange 3 of the clutch-body 1 By this release it is of course obvious that the head 8 is free to turn in respect to the clutch-body 1, if that should be held stationary. By said rearward movement of the hand-lever 1 8 the pincer-lever IOO 22 is actuated through the link 24 and the roller 25, under a powerful leverage, thereby -causing its short arm or jaw to tightly clamp the external ring 5 against the outer surface of the friction-flange 3 of the clutch-body and hold the clutch-body stationary. Hence under the rotary motion of the engine-shaft E, assuming the same to, be turning in the direction indicated by the arrow, the small gear a keyed thereto will turn the short-faced pinions b in an opposite direction in respect to the gear a, as shown by the arrows in Fig. 4. I Then from the said short-faced pinions b the long-faced pinions 0 will be turned in a common direction opposite to the motion of the pinions b, as shown by the arrows, and the said longfaced pinions c being in mesh with the geard on the propeller-shaft P will turn the same in the same direction as said short-faced pinions b, or, in other words, directly opposite to the rotation of the engine-shaft E and its small gear a. When said propeller-shaft P is thus being driven reversely to the engine-shaft E under the action of the reversing train of gears within the clutch, the clutch-head 8 of course turns with the propeller-shaft P Ain respect to the stationary clutch-body 1, which is then being held stationary by the cramped external IIO ring 5. From a comparison of Figs. 3, a, and 5 the relations of all the members of the reversing train of gears and of the other parts of the clutch may be readily understood, and from an inspection of Figs. 3 and Ll the directions of rotation can readily be traced, as indicated by the arrows thereon.

The cross-web 2 of the clutch body or drum is cut away at its central portion to permitthe passage of the propeller-shaft and the hub of the large gear d fixed thereto. ln practice a centering plug connects the abutting ends of the two shafts. lhen in use, the gear-cup side of the clutch is filled with hard grease and the ring-cup side with oil for aording the necessary lubrication and deadening the noise.

From the foregoing description it must be obvious that this reversible driving-clutch is strong, that all the gears have large and well anchored bearings, and that the clamping-rings act on a large friction-surface and are subject to a great leverage for holding the same in their cramped or clamping positions. it should be especially noted that the bearings for the clutch are so formed and related that the clutch cannot tilt iu respect to either of the shafts. From the further 'fact that the planetary gears engage opposite sides of the gears by which they are driven and to which they impart motion it follows that the strains are balanced in respect to the axes of 'the two shafts. This* is a highly important feature toward the ef'- ficiency md durability of this form of clutch.

By actual usage l have demonstrated the efliciency of the clutch herein disclosed for the purpose had in view.

While the clutch has been shown and described as applied for driving a propeller-shaft in either direction Vfrom a gas-engine shaft turning in a constant direction, it will of course be understood that the clutch is capable of universal application wherever the corresponding functions are required. .lt will further be understood that the details of' construction may be modified to some extent without departing from the principle of the invention. i

rlhe clutch-rings, so called, may of course take a great many different forms, since they are, in fact, only one of' the niany forms of frictional clamping devices that may be used for the purpose.

Nhat l claim, and desire to secure by Letters Patent of the United States, is as follows:

1. ln a reversible driving-clutch. the coinbination with a divided shaft, of a drum having at one end an exposed fixed head that is loose on one shaft-section and is rigidly, but detachably, secured to said drum by means extending to, and adapted to be operated from, the exterior of the drum, said drum also having a loose head that is fixed on the other shaftsection, gears mounted within said drum and connecting the two shaft-sections, and an internal and an external clamping-ring, the former being carried by said loose drurnhcad and operating on the internal surface of' said drum, and the other being anchored to a relatively fixed support, and operating on the exterior surface of' said drum, substantially as described.

2. ln a reversible driving-clutch, the coinbination with a divided shaft having at onel end a fixed head that is loose on one shaftsection, having' at its other end a loose head that is fixed on the other shaft-section, and having a central web dividing it into two compartrnents, stud-shafts projecting from said central web, passed through the fixed head of said drum, and provided, at their outer ends, with nuts rigidly, but detachably, holding said head to said drum, gears in one compartment of' said drum, certain of' which are loosely mounted on said studs and others of which are carried by the abutting ends of said shaftsections, and an inner clamping-ring and an outer clamping ring, engageable with the flange of the other compartment of said drum and working in the same plane, and which inner clamping-ring is carried by said loose drumhead, and which outer clamping-ring is anchoredoto a fixed support, substantially as described.

in testimony whereof l affix my signature in presence of two witnesses.

EMIL vVESTh/AN. iflf'itnesses:

Jas. F. l/l/'rLLrAMsoN, l). ivlnnCHAN'r.

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