US789910A

US789910A - Differential gearing for motor-vehicles.

Info

Publication number: US789910A
Application number: US21777004A
Authority: US
Inventors: Christian C Hill
Original assignee: MILWAUKEE AVENUE STATE BANK
Current assignee: MILWAUKEE AVENUE STATE BANK
Priority date: 1904-07-23
Filing date: 1904-07-23
Publication date: 1905-05-16
Anticipated expiration: 1922-05-16

Description

BEST AVAILABLE COP G. C. HILL. DIFFERENTIAL GEARING FOR MOTOR VEHICLES.

APPLIUATION FILED JULY 23, 1904.

PATENTED MAY 16, 1905.

3 BHEBTS-SHEET BEST-AVAiLABLE CUP? 1 PATENTED MAY-16,1905.

0. 0. HILL. 7 DIFFERENTIAL GEARING FOR MOTOR VEHICLES.

APPLICATION FILED JULY 23, 1904.

28HEETSSHEET a.

UNITED STATES BEST AVAILABLE COP Patented May 16, 1905.

PATENT OFFICE.

JHRISTIAN C. HILL, OF CHICAGO, ILLINOIS, ASSIGNOR TO MILWAUKEE AVENUE STATE BANK, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

DIFFERENTIAL GEARING FOR MOTOR-VEHICLES.

SPECIFICATION forming part of Letters Patent No. 789,910, dated May 16, 1905.

Application filed July 23, 1904:- Serial No. 1717 b all whmn it may concern:

Be it known that I, CHRISTIAN C. HILL, a itizen of the United States of America, and resident of Chicago, in the county of Cook .nd State of Illinois, have invented certain iew and useful Improvements in Differential Erearing for Motor-Vehicles, of which the following is a specification.

f 'The present invention relates to that form of equalizing-gearing employed on the driving-shafts or axles of motor-vehicles and the like and which in the travel of the vehicle in a curved path or around a corner is adapted to so distribute the driving power that there willbe no slipping of the driving-wheels or loss of power resulting therefrom; and the present improvement has for its object to provide a simple and efiicient construction and arrangement of parts embodying the features of great compactness, durability, and strength to withstand heavy strains and an equalized distribution of the braking force upon the axle-sections carrying the respective drivingwheels of the vehicle, all as will hereinafter 1 more fully appear, and be more particularly pointed out in the claims.

In the accompanying drawings, illustrative of the present invention, Figure 1 is a longitudinal sectional elevation at line :0 m, Fig. 2, of the differential gearing and brake mechanism of the present invention. Fig. 2 is a transverse sectional elevation at line m m, Fig. 1. Fig. 3 is a detail longitudinal sectional elevation at line m Fig. 5, of the differential. gearing. Fig. 4 is a detail longitudinal {sectional elevation on the same plane as Fig. :3, showing at the left side of the view the i gearing and bearing-bushings in elevation and atthe right side of the view the gearing and bearing-bushings removed. Fig. 5 is an end elevation of the differential gear-casing with a driving-shaft or axle in section.

Similar numerals of reference indicate like parts in the several views.

Referring to the drawings, 1 and 2 are alined sections of the driving-shaft or axle of a motor-vehicle or the like. The adjacent ends of such sections are connected together by an annular shell or casing 3, having end bearinghubs 4 and 5 for such adjacent ends of the shaft-sections 1 and 2 aforesaid. Such shell or casing is adapted to contain and house the intermediate differential gearing by which such sections 1 and 2 are connected together as usual in the present type of mechanisms. In the present invention such differential gearing comprises a construction and arrangement of parts as follows: 6 and 7 are countershafts journaled in an oblique direction in the casing 3 and geared together to rotate in opposite directions by counterpart spur-gears 8 and 9. 10 and 11 are bevel-gears individual to and carried by the counter-shafts 6 and 7 and adapted to mesh with and drive individual bevel-gears 12 and 13 on the respective ends of the alined sections 1 and 2 of the drivingshaft or axle. 14 represents balls or spheres arranged between the bevel-gears 1O 12 and 11 13 in central concave sockets formed in the adjacent faces of said gears and adapted to maintain the gears in proper pitch-line relation against the usual heavy end thrust of the shaft-sections 1 and 2 aforesaid. The above-described construction is adapted to afford. extreme compactness and lightness com-' bined with strength and ability to transmit heavy strains without liability to breakage.

In the preferred construction as shown the inclosing shell or casing 3 aforesaid and which has the usual driven connection with theolriving power or motor employed is formed by two counterpart longitudinal members or halves with' the line-of division extending through the hubs 4 and 5, so that one-half of BEST AVAILABLE COP said and so that all of such component parts of each member or half of the shell or casing will be on a common level at the meeting faces of the respective members or halves. Such special construction of the shell or cas-' ing member provides for a ready and convenient removal of one or both sections of the shell 3 and intermediate gear parts 6, 7, 8, 9, 1O, 11, and 17 from engagement with the I driving-shaft sections without disturbing the position of such shaft-sections and in addition is adapted to afford a convenient construction in which the spherical form of seats employed for the journal-bushings of the dilferent shafts can be formed in a ready,

accurate, and economical manner.

With a View to aid in a ready removal and replacement of the parts in a rapid and convenient manner the various bearing-bushings 2 17 for the ends of the various shafts of the differential mechanism will each be formed of a single piece having a central cylindrical bore for the reception of its shaft end and with a spherical periphery, as shown. The seats for such spherical bushings in the hubs 4 and 5 and in the bearing-bars 15 and 16 will beformed by semispherical cavities in the respective meeting faces of such parts, as shown. In addition to affording a convenient 3o detachable construction, as above set forth, the spherical form of bearing-bushings have the further advantage that in case the main bearings of the shafts in such bushings should cut fast or seize such bushings will act as auxiliary bearings to permit of the continued operation of the differential mechan- ISII]. f The longitudinal members or halves of the -inclosing shell or casing 3 may be secured to- 0 gether by the usual transverse clamping-bolts '18 or in any other usual and approved manner. 19 represents annular bearing-rings interposed between the backs of the bevel-gears 12 and 13 and the adjacent ends of the shells or casing 3 to receive the outward thrust of said bevel gears due to the outward pull of the sections 1 and 2 of the driving-shaft or axle. 20 21 are a pair of independent brake-drums secured to the respective axle-sections 1 and 2 in an individual manner, and in the preferred form of such brake-drums, as shown in Fig. 1, the brake-rims will extend laterally from the central supporting webs and hubs, so as to project over the respective ends of the aforesaid containing-shells 3 of the equalizing-gearing with a view to attain compactness in the arrangement of the mechanism as a whole.

22 represents the brake-bands of the respective brake drums held from circular travel therewith by the surface enlargements 23 on such bands engaging in holdingrecesses formed therefor in the hereinafter-described main housing of the mechanism. 5 24 represents toggle-links connected to the respective free ends of the brake-bands 2 25 represents shackle links connecting t other ends of said toggle-links together pairs.

26 is an equalizing-lever, to the respecti' ends of which the shackle-links 25 are co nected.

27 is a pull-rod connected centrally to t' equalizing-lever 26 and extending to' the c crating brake-lever of the vehicle.

28 is the usual main housing, inclosing t entire mechanism from dust and the weatlu Having thus fully described my said inve tion, whatlclaim as new, and desire to seen by Letters Patent, is-

1. In a differential gearing of the charact herein described, the combination of tv alined shaft-sections, a casing forming a bea ing connection for the ends of said section bevel-gears secured to the respective ends said sections, a pair of counter-shafts jou; naled in an oblique direction in said casin, spurgears on said counter-shafts imposin reverse motion thereon, and bevel-gears indi vidual to said counter-shafts and geared wit the bevel-gears of the shaft-sections aforesaid substantially as set forth. 1

2. In a differential gearing of the charactel herein described, the combination of twl alined shaft-sections, a casing forming a hear, ing connection for the ends of said sections bevel-gears secured to the respective ends 0'. said sections, a pair of counter-shafts jOUlw naled in an oblique direction in said casing.

and centrally-interposed spheres between the respective pairs of bevel-gears, substantially,

as set forth.

3. In adifferential gearing of the character? herein described, the combination of two alined shaft-sections, a casing forming a bear-j, ing connection for the ends of said sections, bevel-gears secured to the respective ends of said sections, a pair of obliquely-arranged counter-shafts geared together to rotate in] opposite directions, obliquely-arranged bear-g ing-bars for said counter-shafts formed with spherical seats, spherical journal-bushings fori said counter-shafts arranged in said spherical; seats, and bevel-gears individual to said coun-i ter-shafts and geared with the bevel-gears ofg the shaft-sections aforesaid, substantially as; set forth.

1. In adifferential gearing of the character herein described, the combination of two alined shaft-sections, a casing forming a hearing connection for the ends of said sections, bevel-gears secured to the respective ends of said sections, a pair of obliquely-arranged counter-shafts geared together to rotate in opposite directions, obliq uely-arranged bearing-bars for said counter-shafts formed with erical seats, spherical journal-bushings for counter-shafts arranged in said spherical .s, bevel-gears individual to said counterfts and geared with the bevel-gears of the ft-sections aforesaid, and centrally-inter- 3d spheres between the respective pairs of el-gears, substantially as set forth. In a differential gearing of the character 12in described, the combination of two ed shaft-sections, a casing forming a bearconnection for the ends of said sections, comprising two longitudinal halves prozd with bearing-hubs formed in halves, el-gears secured to the respective ends of l shaft-sections, a pair of counter-shafts rnaled in an oblique direction in said casspur-gears on said counter-shafts imposreverse motion thereon, bevel-gears incli- .ual to said counter-shafts and geared with :bevel-gears of the shaft-sections aforesaid, 1 means for connecting the halves of the ;ing together in a detachable manner, sub- .ntially as set forth. 3. In a differential gearing (if the character rein described, the combination of two ned shaft-sections, a casing forming a bearg connection for the ends of said sections, .d comprising two longitudinal halves proded with bearing-hubs formed in halves, svel-gears secured to the respective ends of id shaft-sections, a pair of counter-shafts urnaled in an oblique direction in said cas- Ig, spur-gears on said counter-shafts imposig reverse motion thereon, bevel-gears indiidual to said counter-shafts and geared with ac bevel-gears of the shaft-sections aforesaid, entrally-interposed spheres between the repective pairs of bevel-gears, and means for onnecting the halves of the casing together n a detachable manner, substantially as set orth.

7 In a differential gearing of the character ierein deseribed,the combination of two alined haft-sections, a casing forming a bearing coniection for the ends of said sections, and comirising two longitudinal halves provided with rearing-hubs formed in halves, bevel-gears se' ured to the respective ends of said shaft-secions, a pair of obliquely-arranged counterhafts geared together to rotate in opposite .irections, obliquely-arranged bearingbars or said counter-shafts formed with spherical eats. spherical journal-bushings for said couner-shafts arranged in said spherical seats, evel-gears individual to said counter-shafts .nd geared with the bevel-gears of the shaftections aforesaid, and means for connecting he halves of the casing together in a detach- .ble manner, substantially as set forth.

8. In a differential gearing of the character ierein described, the combination of two alined haft-sections, acasing forming a bearing con:

iection for the ends of said sections, and com- BEST AVAILABLE COP 3 prising two longitudinal halves provided with bearing-hubs formed in halves, bevel-gears 5 secured to the respective ends of said shaftsections, a pair of obliquely-arranged counter-shafts geared together to rotate in opposite directions, obliquely-arranged bearingbars for said counter-shafts formed with spher- 7 C ical seats, spherical journal-bushings for said counter shafts arranged in said spherical seats, bevel-gears individual to said countershafts and geared with the bevel-gears of the. shaft-sections aforesaid, centrally-interposed 75 spheres between the respective pairs of bevelgears, and means for connecting the halves of the casing together in a detachable manner, substantially as set forth.

9. In a driving mechanism for motor-vehi- 3O cles, the combination of two alined shaft-sections adapted to carry the driving-wheels, an equalizing-gear forming a connection between said shaft sections, individual brake drums secured to the respective axle-sections, brake- 5 bands surrounding said drums, an equalizing-. lever, toggle-link connections between the ends ofsaid equalizing-lever and the brakebands, and a pull-rod connected centrally to said equalizing lever, substantially as set 9 forth.

10. In a driving mechanism for motor-vehicles, the combination of two alined shaft-sections adapted to carry the driving-wheels, an equalizing-gear forminga connection between 95 said shaft-sections, individual brake-drums secu red to the respective axle-sections and provided with laterally -projecting brake-rims adapted to extend over the ends of the inclosing shell of the equalizing-gear, brake-bands surrounding said drums, an equalizing-lever, connections between the end of said equalizing-lever and the brake-bands, and a pullrod connected centrally to said equalizing-lever, substantially as set forth.

11. In a driving mechanism for motor-vehicles, the combination of two alined shaft-sections adapted to carry the driving-wheels, an equalizing-gear forming a connection between said shaft-sections, individual brake-drums ITO secured to the respective axle-sections and provided with laterally-projecting brake-rims adapted to extend over the ends of the inclosing shell of the equalizing-gear, brake-bands surrounding said drums, an equalizing-lever, 5 toggle-link connections between the ends of said equalizing-lever and the brake-bands, and a pull-rod connected centrally to said equalizing-lever, substantially as set forth.

Signed at Chicago, Illinois, this 20th day of 9 July, 1904.

CHRISTIAN C. HILL.

Witnesses:

ROBERT BURNS, M. H. HOLMES.