US922880A - Speed-change gearing. - Google Patents

Description

G. K. GARVIN & E. J. MOGLELLA-N. SPEED CHANGE GEARING. APPLICATION nun JAN. 27, 1909.

922,880. Patented May 25', 1909. 3 BKEETfS-BHEET 1.

G. K. GARVIN & E. J. MOGLELLAN.

SPEED CHANGE GEABING.

APPLICATION FILED JAN. 27, 1909.

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G. K. GARVIN & E. J. MQGLELLAN. SPEED CHANGE GEARING.

APPLICATION FILED JAN.27, 1909.

922,880., I Patented May 25, 1909.

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3 guewto' s PAT GEORGE K. GARVIN AND EDWARD J. MCGLELLAN, OF NEW YORK, N. Y.

SPEED-GE GEARI'NG.

Specification of Letters Patent.

Patented. May 25, 1909.

Application filed January 27, 1909. Serial No. $74,539.

To all whom it may concern:

Be it known that we, GEORGE K. Ganvm and EDWARD J. MCCLELLAN, citizens of the United States, residing at the city of New York, in the borough of lllanhattan and State of few York, have invented certain new aml useful Improvements in Speed- Change Gearing, of which the following is a full, clear, and exact description.- ()ur invention relates to speed change gearing, particularly for machine tools and other apparatus where a positive feed or drive through widely varying speed ranges is required.

Among other systems of gearing which have been proposed for the above purpose are arrangements of gears in an angularly adjustable drum, the power being delivered at different points determined by the angular adjustment of the drum. So far as we are aware, these systems have usually given changes in arithmetical rather than geometrical progression and have required an excessive number of gears. By our present invention the number of gears is limited to the lowest number which is theoretically possible to give the different-speeds desired. '0 have also designed a practical construction in which the change from one speed to another is easily effected, and in which the adjustment is fixed by no other manipulation than the simple turn of a crank through a single revolution or other unit number of turns.

With the foregoing and other objects in view, our invention consists in the features of construction and combination as hereinafter set forth and claimed.

In the drawings: Figure 1 is a side elevation of a speed change gear mechanism embodying the principles of our invention; Fig. 2 is a vertical sectional view of the same; this section is taken on the line IIII of Fig. 3 looking in the direction of the arrows; Fig. 3 is a section on the line III-III of Fig. 1, looking in the direction of the arrows, and Fig. 4 is a partly diagrammatic developed sectional View to illustrate the working of the transmission.

Referring to the drawings in which like parts are designated by the same reference sign, 1 denotes a frame or casing of generally circular outline with a flat rear face 2, which may be bolted or otherwise secured to any 55 supporting frame or part 3. The casing '3 has an interior hollow chamber 4 with two figure, it is, however, to

annular or interiorly cylindrical coaxial surtained and guided by a cap-ring 9, secured upon the open side of the casing 1 andlapping over the exposed edge of the flange 8 so as to maintain the drum 7 against longitudinal displacement in an outward direction. On its opposite side the drum has a thrust hearing engagement at 10 to limit its endwise movement in the chamber 4. One of the flanges 8 is toothed on its periphery to form a gear 12 adapted to mesh with a '01111 13. The worm 13 is fixed to a spindle 14 guided to have a rotative but not. a longitudinal movement in a boss 15 of the casing 1.

16 denotes a crank secured to the spindle 14 outside the boss 15 so as to rotate the spindle, and angular-1y displace the gear 12 through any desired range of adjustment.

The drum 7 has a central or axial hole in which rotates a shaft 20, driven from a sprocket or other driving connection 21,

outside the casing.

22 is a gear keyed to the shaft 20 in a central chamber 23 of the drum 7. As a mechanical feature of the construction it may be mentioned that the chamber 23 is formed with a removable round block 28 upon one side to permit the insertion of the gear 22, the block being afterward fixed in place by a set screw 29. The chamber 23 is separated from the outside annular recess 24 of the drum, which is formed between the flanges 8, 8, by a comparatively thin annular wall 26. This wall is obviously necessary in order to hold the flanges 8, 8 together, but it does not extend through a complete circumference, being cut away or interrupted on one side at 27 (see Fig. 2).

Between the flanges 8, S and within the annular recess 24 there are fixed a plurality of short studs 31, rigidly secured at one or both ends in the flanges by the set screws 32. These studs 31 constitute journals for a plurality of gear spindles 33, having gears and pinions which inter-mesh around the circumference of the drum in a continuous series having certain characteristics. The prominent principles involved in this gcar train are shown in Fig. 4. Before referring to this be mentioned that throughout the series to effect the speed changes. This is due to the equal spaced a )art relations of the studs 31, the various pmions A, B, C, etc., being of equal size so to permit an equal spaced apart disposition of the studs 31 In adjusting from one speed ratio to another the idler 34 is carried to new angular positions on its driving gear 22, but obviously meshes equally well for its driving function at whatever angle it may be placed. We have described the mechanism as though it were only for use with the shaft as a driving member and the shaft 31 as a driven member. This has been purely for the purpose of clcarness, as the ap lmratus works equally well considering the s raft 31 as the driving member and the shaft 21) as the driven member. e do not accordingly desire to be limited or restricted to either plan of operation.

Any desired indexing means may be used for registering the particular speed ratio which is obtained by any adjustment. I have illustrated an index mark on a stationary part of the frame and which may be employed as a reference point in conjunction with the studs 81, which may be punched or denominated with different inscriptions indicative of the speed obtained for each adjustment. In the drawings the reference mark 50 is opposite the twelfth stud 31, corresponding to the twelfth or lowest speed obtainable. The other adjustmentsproduce the different speeds in order, corresponding to the marks appearing on the ends of said studs 31. In place of figures indicating the mere order or sequence of the speeds, it is obviously possible to directly denominate the speed ratios by fractions or decimals.

What we claim, is:

1. In a speed change gearing, a drum having a central axis, a series of spindles having large gears and pinions, said gears having their peripheries tangent to an exterior circle concentric with the axis of said drum and each having its large gear meshing with the pinion of an adjacent spindle, a gear coaxial with said drum, an idler meshing therewith and cooperating with an initial spindle of said series, a permanently located gear, and means for bringing any one of said large gears in mesh with said permanently located gear.

2. In a speed change gearing, a drum having a central axis, a series of gear spindles each having a large gear and a pinion and a reduced portion, said large gears having their peripheries tangent to an outside circle concentric with the axis of said drum, each spindle having its large gear meshing with the pinion of the adjacent spindle on one side and opposite a reduced portion of the spindle on the other side, a gear coaxial with saiddrum, an idler meshing therewith and coopcrating with a gear of an initial spindle of said series, a permanently located gear, and means for bringing any one of said large gears in mesh with said permanently located gear.

3. In a speed change gearing, a drum angularly adjustable on a central axis, a series of gear spindles with axes in a circle concentric with the axis of said drum, said gear spindles each having a large gear and also having a pinion in mesh with the large gear of an adjacent spindle, and also having a reduced portion opposite the large gear of an adj acentrspindle on the other side, said large gears being o f equal size and pitch throughout the seriesgiand a permanently located gear meshing selt ttitively with said large gears when said drum is angularly adjusted.

4. In a speed change gearing, a drum having a central axis, a series of gear spindles having their axes in a circle concentric with the axis of said drum, said gear spindles all having equal large gears and each having a pinion meshing witli the large gear of the adjacent spindle, a gear coaxial with said drum, means meshing therewith to drive an initial spindle of said series, a permanently located gear, and means for bringing any one of said largegears in mesh with said permanently located gear.

5. In a speed change gearing, a drum having a central axis, a series of gear spindles having their axes in acircle concentric with the axis of said drum, said gear spindles all having equal large gears and each having a pinion meshing with the large gear of the adjacent spindle, a gear coaxial with said drum, an idler meshing therewith and cooperating to drive a gear ofan initial spindle of said series, a permanently located gear, and meansv for bringing any one of said large gears in mesh with said permanently located gear.

6. In a speed change gearing, a drum angularly adjustable on a central axis, a series of gear spindles with axes in a circle concentric with the axis of said drum, said gear spindles each having a large gear and having a pinion in mesh with the large gear of an adj acent s indle, said large gears being of equal size an pitch throughout the series, and a permanently located gear adapted to be meshed selectively with said large gears by the angular ad'ustme'nt of said drum.

7. In a speed change gearing, a drum having a central axis, a series of gear spindles, large gears thereon of equal pitch having their peripheries tangent to an outside circle concentric with the axis of said drum, said large gears being arranged on the spindles in similar recurring groups of three, the large gears of each group being increasingly offset from one side toward the other, ini0ns on said spindles each meshing with t 10 gear of an ad acent spindle, a gear coaxial with said drum, means meshing therewith to drive an initial spindle of said series, a permanently 'located gear, and means for bringing any one of said large gears in mesh with said permanently located gear. 8. In a s eed change caring, a drum havin a airo fianges,stu sextending between said anges, gear spindles on said studs and having gears and pinions intermeshing in a continuous series around said drum, a gear coaxial with said drum, means meshin therewith to drive an initial spindle of sai series, a permanently located gear, and means for bringing any one of said large gears in mesh with said permanently located ear. 9. In a speed change gearing, a drum 1av ing a central axis, a series of gear spindles having gears with their peripheries/tangentto an outside circle coaxial with said drum,

said gear spindles each having a pinion meshmg with the large gear of an ad acent spindle, a gear coaxial with sald drum, means meshing therewith to drive an initial spindle of said series, a worm-wheel and worm for angularly adjusting said drum, and a permanently located gear adapted to mesh selectively with said large gears when said drum of gear spindles with axes tangent to a circle is angularly adjusted.

10. In a speed change gearing, a drum having a series of intermeshing gears and )in ions, and having an interior annular wali interrupted on one side, a gear within said wall, an idler meshing therewith and located at the I interrupted portion of said wall and meshing with an initial gear of said intermeshing serles, and a permanently located gear adapted to mesh successively with any one of said intermeshing gears when said drum is 'angularly adjusted.

11. In a speed change gearing, a drum angularly ad ustable on a central axis, a series concentrlc with the axis of said drum, said gear spindles all having equal large gears and each having a pinion 111 mesh with the large gear of an adjacent s indle, a gear coaxial within said drum, an i ler meshing therewith for driving an initial spindle of said series, and a permanently located gear with a broad face adapted to be selectively meshed with any of said large gears by the angular adjustment of said drum.

12. In a speed chan e gearing, a series of intermeshing gears an pinions having their axes all at equal distances from a given point, said gears and pinions being respectively of equal size throughout the series, whereby a constant ratio of speed variation is obtained between each pair, and a gear adapted to be meshed with any one of said first mentioned gears.

13. In a speed change gearing, a series of intermeshing gears and pinions with their axes all at equal distances from a given point, a gear adapted to be put in mesh with any of said first mentioned gears, and index means for denominating the particular speed or adjustment obtained in the resultant driving train.

14. In a speed change gearing, a drum having a central axis, a series of spindles having large gears and pinions, said gears having their peripheries tangent to an exterior circle concentric with the axis of said drum and each having its large gear meshing with the pinion of an adjacent spindle, a gear coaxial with said drum an idler meshing therewith and cooperating with an initial spindle of said series, a permanently located gear, and means for bringing any one of said large gears in mesh with said permanently located gear.

In witness whereof, We subscribe our signatures, in the presence of two Witnesses.

GEO. K. GARVIN. EDWARD J. MOCLELLAN.

Witnesses:

JOHN T. WILLIAMS, CHAS. T. LUTHER.

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