US839463A - Deformation-clutch. - Google Patents

Description

No. 839,463. PATENTED DEC. 25, 1906. G. E. FRANQUIST. DEPORMATION CLUTCH.

APPLICATION FILED 111:0. 2a, 1905.

3 SHEETS-SHBET 1.

No. 839,463. PATENTED DEC. 25, 1906.

G. E. FRANQUIST. DEPORMATION CLUTCH.

APPLICATION FILED DEC. 23, 1906.

3 SHEETS-SHEET 2.

['4 Z I; L; l 24 11 2 I 216 z; 16 i jg i N 2F Z5 Z6 In STATES Arena FIGE.

DEFORMATlQN-CLUTCH.

Specification of Letters Patent.

Patented Dec. 25, 1906.

Application filed December 28, 1905. Serial No. 293,059.

To all, whom it may concern.-

Be it known that I, GUSTAVE E. FRAN- QUIST, a citizen of the United States, residing at the city of New York, in the boron h of Manhattan and State of New York, ave invented certain new and useful 1m rovements in Deformation-Clutches, of which the following-is a full, clear, and exact description.

My invention relates to clutches, and pertains particularly to the provision of a clutch which shall have all the characteristics of a friction-clutch with respect to soft and gradual starting and stopping action, but which shall be virtually positive or interlocking during the period of its driving engagement.

A further object of the invention is to provide a clutch of extremely small diameter and rotative inertia, but which shall be capable of transmitting the heaviest driving forces which occur in practice.

Other objects of the invention are to construct a practical form of clutch which shall be simple in construction, extremely durable, and having a minimum number of parts liable to disarrangement or failure of any sort.

With these and other objects 'in view my invention consists in the construction, combination, location, and arrangement of parts, all as will be more fully hereinafter described, as shown in the accompanying drawin s, and finally particularly pointed out in t e appended claims.

In the drawin s, Figure 1 is a sectlonal view showing a c utch embodying the prin-' ciples of my invention. Fig. is a similar view, partly in elevation, showing the parts in thelr drivin relation. Fig. 3, isasectional view on t e line 111 III of Fig. 1.. Fig. 4 is a similar sectional view on the of Fig. 2. Fig. 5 is a sectional view showing a slightly-modified formof ..c ,onstruct1on. Fig. 6 is a similar view showing another slight modification. Fi 7- 1s ,a sectional view illustrating a stil further: modified form of clutch embodying the principles of my invention, and Fig. 8 1s a transverse sec-,

tion of the same.

J The essential principlewhich I have discovered and make use of in thepractical constructions hereinafter descri ed depends upon the elastic deformation of a resilient member under the torquestresses of the driving transmission. Stated in other words, the essential characteristlc of clutches emine IV IV- bodying the principles of my invention is a comparatively thin web or shell of resilient substance through which the power is transmitted and which takes on a deformed outline, producing an interlocking engagement proportional to the power transmitted.

In carr in out the invention I prefer to employ c utc es having coaxial surfaces of revolution which can be made to engage one another frictionally and which subsequently become deformed or distorted, sov as to para practically positive clutching engagement. Referring now to the drawings, in which I have illustrated practical forms of construction embod ing the foregoing principle and in which li e parts are designated by the same reference-sign whenever they occur, 1 denotes a driving-shaft, upon which is fixed the fiy-wheel 2, having a clutch-casing 3, formed with an internal annular face4.

Referring to Figs. 1, 2, and 3 of thedrawings, it will be seen that the face 4 is conical or flaring in outline and has at a plurality of points therein spaced pockets 5 for aipurpose which will later a pear. 6 indicates the driven shaft, which is conveniently, provided with an enlarged extension or head 7 within the clutch and through .which. the driving forces are transmitted. For this purpose. the head or extension. 7 is s lined to the driven clutch member 8, which has. a tubular casing 9 extending along the driven shaft. ,10. denotes a collar within this casing upon ;which a tension-spring 11, supported against rangement of the parts hereinafterdescribed that the invention particularly lies.

Referring particularl to Figs. 3 and 4 of the drawings, I have ili ustratedan arrangement, for securing an initial -frictional en- ,gaggment and a subsequent positive or inter- 0.0 mgengagement of the clntch-snrfaces;

its exterior peripheral surface withiaplural the head or extension 7, constantly bearsto it is in'the construction, location, and ar-' The, driven clutch member 8 is formed upon of the clutch-surfaces, the degree of which is tially interlock with one another and secure the driving force.

ing them in the form of shallow V-shaped grooves extending along the elements of the cone-surfaces. 14 and 15 denote conical webs or shells, which I shall term the resilient or deformation members, and which respectively have projections .16 17 corresponding in form and number to the recesses 5 and 13, and which are adapted to be received therein. By making the pockets 5 and 13 and the projections 16 and 17 V- shaped their engaging faces have a camming or wedge action when they are pressed tangentially together. The deformation mem-- bers each have annular faces or surfaces, which are normally coaxial perfect surfaces of revolution. Each of the deformation members is supported wholly by its lugs or pro ections 16 17 from the driving and driven clutch members 3 and 8, respectively.

The operationis as follows: Imagine the parts in unclutched reilation, as shown in Fig. 1, in which the tubular casing t) and the driven member 8 are positively pressed to their right-handed relation by the collar 12. Under these circumstances the resiliency of the deformation members 14 and 15 will cause them to assume their perfect circular outline, whereupon their engaging surfaces will be true coaxial surfaces of revolution. The rotation of the driving member 3 will not be effective to transmit movement to the driven clutch member, the deformationsurfaces sliding idly over one another at this time. If now pressure is released from the collar 12, the spring 11 becomes effective to force the driven clutch member 8 to the left. in Figs. 1 and 2, so that the opposed conical surfaces of the deformation members come more closely into contact and frictionally engage one another, so as to transmit a part of In starting the surfaces slide over one another, as is usual with coned or any desirable form of clutch until the driven mechanism has attained a certain speed. It is now'merely necessary to still further release pressure from the spring 11, whereupon it presses the oppositely-coiled surfaces into tight engaging relation, andthe full torque of the driving member is transmitted therethrough. On account of the normal forces of the clutching engagement, and'more particularly the tangential forces of the driving engagement, the deformation members presently be'come warped or deformed, as shown in Fig. 4. It is evident that the amount of deformation or Warping is generally proportional to the power transmitted, and therefore to its need, the deformation being greater for large driving stresses than in cases where the forces are small. The clutch therefore automatic-' ally accords itself to the wants of its conditions and transmits a great or small force with perfectefticiency. I

I will now describe a slightly-modified form of construction which is shown in Fig. 5 and in which the driving and driven members are indicated at 18 and '19, respectively. The deformation member in this instance comprises a spiral band 20, anchored at its two ends 21 and 22 to thc interior wall of the driving member 18. driven member 19 varies from a true surface of revolution in any way-as, for example, by making it polvagonal with a plurality The surface of the of sides 19 19 WVith this form of construc- 'tion the interior surface of the deformation member 20 preserves a surface of revolution generally coaxial with the up erniost points of the driven member until t e driving forces become so great as to deform the band into a polygonal shape corresponding to that of the driven member. It is evident that when this form of clutch is once engaged it acquires the characteristics of aspiral-band clutch, as well as those of a deformation clutch. A further slightly-modified form of construction which equally embodies the essential features of my invention is particularly shown in Fig. 6. This construction is of particular practical utility in the case of lathecarriages, being designed to take the place of the usual apron-clutch which operates the carriage-feed. 23 indicates the drivingmember, and 24 the driven shaft, having a clutch member 24 slidable thereon. The two clutch members are in alinement with one another and have parallel opposed faces 25 and 26. Each ofihe faces 25 and 26 has spaced pockets 27 and 28 therein. The deformation members are in this case shown in the form of flat disks or rings 29 and 30, having lateral teeth 29 and 30, which are contained in the pockets 27 and 28, previously (.itSCIibHl. 31 indicates a stem which projects from the member 24 axially through the driving member 23 and through the driven. shaft 24' and has at its end a threaded portion 32, engaging the hand-wheel 33, By this means rotation of the hand-wheel 33 is effective to draw the faces 25 and 26 toward one another and cause the (l( formation members to frictionally engage, as in the preceding form of my invention. By virtue of the frictional engagementand the torque transmitted the deformation members become distorted and interlock in the same way as in the previous case A practical form of my invention in which asingle defOnnation-surface of cylindrical form is employed is illustrated in Figs. 7 and 8, in which 34 indicates the driving-shaft, and 35 the frame or casin of the clutch member rotating therewith. lhe part 35 is made. with an internal annular recess of cavity 36,

ssaaes within which is located a cont-ractible ring 37, which is anchored to the casing at 38 and extends annularly around the same, terminating in afree end 39, which under certain circumstances can be moved tangentially to contract the ring. For this purpose it s provided with an eye 40, into which projects a short arm 41 of a lever fulcrumed at 42 and having an arm 43, by which it is moved to contract the ring. upon the end of the arm 43, which may contact with a conical cam 45, a longitudinal movement of which is effective to move the arm as above described These particular details are relatively unimportant, it being merelyessential to provide a contractible ring 37, having an internal annular face 48. Instead of making the face 48 a true surface of revolution I form portions of it, 49, slightly recessed or cut away from a proper cylindrical outline. In other words, the face 48'pre' sents a series of surfaces -18, which are truly concentric with the axis of the clutch, alternated by slightly-recessed or cut-away portions which would not contact with the true cylindrical outline. Within the member 37 is disposed the deformation member proper, 50, which in this case comprises a thin cylindrical shell or ring with integral projecting lugs 50. 51 indicates the driven member of the clutch, which has recesses or pockets 52, which contain the lugs 50, above mentioned, and retain the deformation member in proper relation. The operation of this form of my invention is as follows: When the clutch is idle, the cam-45 is in the position shown in Fig. 4, and the ring 37 is by means of its natural resiliency held in its expanded relation and out of contact with the deformation member 50. Under these circumstances the driving member rotates relatively to the driven member 51, the ring 37 passing idly over the deformation-surface. hen now it is desired to apply the clutch, the cam 45 is moved so as to rock the lever 43, whereupon the ring 37 is contracted so as to frictionally engage the deformation-surface beneath. 'lhis deformation occurs at the points 48 around its periphery, and by virtue of the driving torque, together with the clutching pressure, the deformation ring or shell 50 becomes distorted, so as to project into the recesses 49 in the contracting-ring. 'When this occurs, the clutch becomes virtually an interlockin or positive clutch, and any further slip ing Iietween the driving and the driven mem er is impossible. It will be seen that I provide a clutch in which the starting engagement is purely frictional, so as to secure the soft and gradual action which is desirable, but that after the clutch is once fully in engagement it be comes virtually a positive or interlocking clutch on account of the deformation surfaces, which are theessential characteristic of the invention.

44 indicates a cam-roller What I claim isl. A clutch comprising a driving and a driven member having coaxial surfaces, and means actuated by the torque of the driving transmission for distorting or deforming such surfaces out of a true circular outline, the amount of such deformation being proportional to the torque of the driving transmission.

2. In a friction-clutch, a driving member, a driven member on the same axis therewith, said driving member and said-driven member each having a friction-surface normally a surface of revolution and concentric with said axis, and means whereby said surfaces are deformed by the torque. of the driving transmission out of said concentric relation with said axis.

3. A clutch comprising a driving and a driven member having coaxial surfaces arranged to frictionally engage one another, and means whereby such surfaces become deformed into interlocking or positive engagement under the influence of the driving transmission.

4. A clutch comprising a driving and a driven member having coaxial webs or shells, and means whereby said webs or shells are distorted into interlocking or positive engagement by the driving transmission.

5. A clutch comprising-a driving and a driven member having coaxial surfaces with pockets therein, and a pair of deformation members having lugs contained in said pockets and adapted to frictionally engage one another.

6. In a frictionclutch, a driving and a driven member arranged to be axially moved toward one another, said members having frictionally-engaging surfaces, said surfaces being initially capable of unlimited relative rotation when the clutch is thrown to its position of complete engagement, and means for deforming said surfaces into positive or interlocking engagement when the torque of the driving transmission exceeds a predetermined value by reason of the expulsion of the oil from between the surfaces.

7. In a friction-clutch, a driving and a driven member arranged to be axially moved toward one another to the position of complete clutching engagement in an rotative relation, said members having frictionallyengaging surfaces, said surfaces being initially capable of unlimited relative rotation when the clutch is thrown into said fully-engaged relation, and means for deforming said surfaces into ositive or interlocking engagement when tfie torque of the driving transmission exceeds a predetermined value by reason of the expulsion .of the oil frombetween the surfaces.

8. A clutch com rising a driving and a driven member, a eformation web or shell having integral lugs projecting "therefrom,

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and means for supporting said web or shell wholly from said lugs whereby it is distorted under the influence of the driving engagement.

9. A clutch comprising a driving and a driven member, a deformation web or shell having integral lugs projecting therefrom, and means whereby the driving torque is transmitted through said lugs, whereby said web or shell is deformed into interlocking engagement with the other clutch member.

10. A clutch comprising a driving member having a series of pockets, a deformation web or shell having lugs contained in said pockets, and a driven member having a friction-surface adapted to be engaged by said web or shell so as to deform the same into interlocking engagement with the other clutch member.

1 1. A clutch comprising a driving member having a series of pockets, a deformation web or shel'l'having lugs contained in said pockets, a driven member also having ockets and a second deformation web or sl 1 having integral lugs contained in such pockets, saidwebs or shells being adapted to frictionally engage one another.

1 2. A clutch comprising driving and driven members having pockets and a pair of deformation members having integral lugs with cam-surfaces contained in said pockets, and having surfaces'adapted to frictionally engage one another.

13. In a clutch, a driving member having an internal conical surface with a series of pockets therein, a conical deformation Web or shell having integral lugs contained in said pockets, and a driven member adapted to frictionally engage said web or shell so as to deform the same and produce looking ongagement therewith.

14. A clutch comprising a driving member having an internal'conical surface with a series of pockets, a conical web or shell with integral lugs contained in said pockets, a driven member also having a series of pockets, and a conical web or shell having lugs projecting into said pockets, and means for moving said driven member longitudinally so as to engage the surfaces of said webs or shells.

15. A deformation-clutch comprising driving and driven" mei'nberseach of which'is deformable and each having a plurality of lugs thereon, and means for'exerting a tangential force on each of said lugs, whereby the members are deformed into interlocking or positive engagement.

16-. A deformation-clutch comprising driving and driven members of resilient -material, and both of which have a normally circular outline, and means for altering said outline when the friction between the members exceeds a certain value.

17. A deformation-clutch comprising driving and driven members supported at equal angularly-spaced points, and capable of becoming deformed from a true cylindrical outline, and means for imparting oppositelydirected tangential stresses to the members whereby they are deformed.

18. A friction-clutch comprising a resilient or deformation member having a true surface of revolution in its normal shape, means engaging said surface of revolution also having a true surface of revolution for transmitting the driving stresses, and means whereby both members are deformed out of-a surface or revolution thereby.

19. In a frictionclutch, a driving and a driven member arranged to be axially moved toward one another to the limit of clutching movement in any position of rotative relation,

said members having frictionally-engaging surfaces, said surfaces being initially capable of unlimited relative rotation when the clutch is fully engaged, and means for deforming said surfaces into positive or interlocking engagement when the torque of the driving transmission exceeds a predetermined value by reason of the expulsion of the oil from between the surfaces.

20. A friction-clutch comprising a resilient or deformation member, a power-transmitting member, and means for deforming both of said members into interlocking relation with one another.

2 1 A clutch co nprisin'g driving and driven members which are'elastic or resilient so as to be capable of deformation out of atrue circular outline by the driving transmission, and means for limiting such deformation to a degree within the elastic limit of the material.

In witness whereof I subscribe my signature in the presence of two witnesses.

GUSTAVE E. FRANQUIST.

Witnesses:

WALDO OHAPIN, ALFRED W. PROCTOR.

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