US960688A

US960688A - Driving mechanism for motor-vehicles.

Info

Publication number: US960688A
Application number: US43848208A
Authority: US
Inventors: Freeman M Olson
Original assignee: COMMERCIAL MOTOR CAR AND ENGINE CO
Current assignee: COMMERCIAL MOTOR CAR AND ENGINE Co
Priority date: 1908-06-15
Filing date: 1908-06-15
Publication date: 1910-06-07
Anticipated expiration: 1927-06-07

Description

F. M. OLSON.

DRIVING MEGHANISM POR MOTOR VEHICLES.

APPLIUATION FILED JUNE 15, 1908. Y

Patented June 7, 1910,

3 SHEETS-SHEET l.

...wenn

au. A..

Einer4 P. M. OLSON.

DRIVING MECHANISM FOR MOTOR VEHICLES. APPLIOATION FILED JUNE 15, 190s.

3 SHEETS-SHEET 2,

TA A"I Anw! APPLICATION FILED .TUNE 15, i908.

Patented June 7,1910.

SSHEBTS-SHEBT 3.

- UNITED PATENT OFFICE.

@FREEMAN ia. o LsoN, .orenronea'ittmola assrenoar'o conmn'nernn'no'roa can c. AND ENGINE co.,=or cmcaso, Humors,- eoaPonA'rIoN QEILLINOIS.

' To 'all whom 'it concern:

.tion. i. .u .Y

The invention relatesto friction 'driving- 960.688. f lV Be it known that I, FREEMAN `M lOrson, a resident of Chicago, in the county off Cook and State of Illinois, have 4invented ycertain new and useful lImprovements in Driving Mechanism` for Motor-Vehicles, of which the following is a.. full, clear, and .exact vdescripmechanism, such as is susceptible of `vem.- bodiment in motor-vehicles. o v

A desideratum '.in friction driving-mechi anism is to avoid slippa ebetween the friction-surfaceaand it 1s urther desirable to avoid the loss of power incident to ithe pressure necessary to hold the surfaces 1n operative engagement. Heretofore gear-mechanismhas been more generally adopted for motor-vehicles in which much power-1s required for propulsion, as in trucks and tourincars.

he invention designs to provide an proved friction driving-mechanism in which resultant slippage and loss of power is avoided, thus adapting it for eiiicient use in the heavier types of vehicles las well as in vehicles in which less power is used for propulsion.

The invention consists in the several novel features hereinafter set forth and more particularly defined by claims at the conclusion hereof. il"

In the drawings: Figure 1 is a horizontal section of a friction driving-mechanism for motor-vehicles embodying the invention. Fig. 2 is a vertical section on line 2 2 of Fig. 1. Fig. e is a dean of the ayfwheel and the clutch for directly operatin the shaft for driving the vehicle there rom.

Fig. 4 isal detail of the clutch for directly connecting the driven shaft to the main l drive shaft. Fig. 5 is a central vertical lonof Letters Patent..

i-.DEIvINe :anonieme-uren uoron-vE1i1LEs-v- 1-integren June jv, 191e.

path.` Resultantl the pulleyslmay beirmly held between an Vcaused to revolve b said surfaces,- Vso that Vthe power willA not e derived as'adirectresult ofthe rotation of the pulle s but be dependent on the circular vtravel o "the'lqpulley,s'. In this-manner the surface-speed` of-thepull'e may be less than `the clrcu ar speedef the iven part so that ineffect levera "e'i'slobtained by means of the ulley for rivingthe driven element or mec anism.VV Furthermore, lthe pulley is held infirm engagementY and rolling-contact with the friction-surfaces and lossof power and `slippage are' effectively overcome. v

A denotesthe main drive or engine-shaft .to which power may be ap lied by a motor (not shown) in any suita le manner. A mainV drive-wheel B is rigidly, secured to the drive shaft A, bein revoluble therewith and -which may be Vorrned to serve as a fly-wheel as well-as' a drive-wheel for the variable speed friction vdrive-mechanism. A supportingframe AC of any suitable construction may be provided, that shown being adapted for a motor-vehicle and comprising side-bars c and a' ear-frame or case C', secured to said sidears.v A shaft D v exemplifies the driven element for driving a motor-vehicle and is mounted in a jour-4 nal- 11 mounted in the gear-case C. Drive-wheel. B is provided with an annular concave friction-surface b with which frictionulleys F are adapted to engage. A11 "opposite y disposed concentric stationary disk G is also provided with an annular concave Vfriction-surface g. Friction-pulleys F are disposed between the friction surfaces?) and g so that the peripheries of said pulleys will be in engagementwith the oppositely disposed friction-surfaces when the mechanism is operated. Resultantly, the frictionpulleys may be firmly held in operative relation-with res ect to the driving-surface b to maintain ro ing-contact with both of the oppositely disposedl friction surfaces and when the drive-wheel is operated the pulleys will be rotated between the oppositely disposed friction-surfaces to travel in a circular path. t

Pulleysl F. are each journaled on a stud f which is mounted for circular movement in is operatively connected to the driven shaft- D by a key 20. The inner end of said sleeve arms f2 of a hollow shaft or sleeve f3, which is journaled .on an extension a of the drive- The friction-pu leys being confined between the oppositely disposed friction-surfaces are maintained in rolling contact therewlth and therebetween so that slippage and loss of power are avoided. The clrcular moyement being less than the surface-speed of the peripheries of the pulleys provides a construction by which a heavy load may be driven by the hollow shaft f3 which 1s operated by t-he circular movement of the pulle s.

yIn some instances it is desirable to provide means for rendering the driven-mechanism inoperative while the drive-wheel B remains o erative. For this purpose the friction disk G is slidably mounted on brackets 02 secured to the side-bars c of the supporting-frame so that it may be shifted longitudinally out of engagement with the friction-pulleys. lVhen the disk G is wit-hdrawn from engagement with the frictionpulleys F the latter will be free to revolve about studs f without effecting circular movement of the pulleys and so that the latter will not be firmly held in engagement with the driving-face b of the drive-wheel B. A lever g3 is connected to control the longitudinal disposition of disk Gr` and to cause it to be held in assigned position for the operation of pulleys F for circular movement thereof, Lever g3 is pivoted to the frame at g4 and provided with an arm g5 which is connected to a link g7 and by a bar g to a corresponding link g at the opposite side of the disk. Links g7 and g are pivotally connected at gmvto adjustable brackets 913 secured to the disk. The pivot g between bar g9 and link g is also connected to a link g15 which is pivoted to the frame at gm. Lever g3 may be connected to a suitable controlling-lever (not shown) by a bar g4. Resultantly, when lever g3 is operated, arm g5 will be correspondingly operated to shift links 97 and gu to shift the slidable disk G longitudinally into or out of operative position. Brackets g13 are adjustably connected to the disk by screws g17 so that the disk may be adjusted to be held in engagement with the pulleys F.

In motor-vehicles it is also necessary to vary the speed of the driven shaft f3 and for this purpose the friction-pulleys F are .adjustable between the oppositely disposed friction-surfaces to engage the driving-surface'b at different radii so that different sursult, the circular movement being variable ltion pulleys, I respectively.

scones f constituting.

by which the surface-speed and the circular l movement of the friction-pulleys may be varied without variation ofthe speed of the drive-wheel B. The friction-pulleys, in

rolling-contact with the driving and the stationary friction-surface b and g at opposite sides respectively, are thus caused to travel vin circular paths at different speeds, determined bv the radius of the points of engagement of the pulleys with the drivingsurface b and the radius of the engaging points of the friction pulleys and the friction-surfaces b and g respectively, e. g., if the friction-pulleys are in position indicated by dotted lines in Fig. l, the pulleys will be in engagement with the driving-surface b at a greater radius than when they are in the position indicated in full lines and the opposite portions of the pulleys will engage the stationary surface g at a relatively shorter radius, so that the surface-speed of the periphery of the pulley will be greater and the circular path of the pulleys at the points where they engage the friction-surface g will be less so that the circular movement will be greater both as the result of the greater radius of the points of engagement between the pulleys and the drivingsurface Z) and the relatively shorter path of rolling contact between the pulleys and the stationary surface g. Resultantly, the pivotally supported friction-pulleys may be angularly varied between the friction-surfaces to vary the surface-speed of the peripheries of the pulleys, the circular travel of the' pulleys, and the speed of the driven shaft f3. The axes of cross-pins fil tre cenarally disposed so they will intersect the center of the peripheries of the pulleys respectively.

rlhe mechanism for shiftingthe adjustable friction-pulleys and for controlling their angular disposition between the frictionsurfaces comprises, a sleeve' 22 provided with forked .extensions 23 ,which are provided with slots 24 whereinare held studs 25 secured to the ends of arms 26 formed integrally with. the Ijournal studs f for the fric- Longitudinal movementwo'f the sleeve 22 will conjointly effect equal angular displacement of the friction-pulleys so that the friction-surfaces `.ZJ-'and will ro erl en a e the frictionface-speeds of the friction-pulleys will ree g p p y g g pulleys in -their diierent angular adjustments. Said surfaces are each of annular sodass 8 concave formation. Sleeve 22 is longitudinally movable on shaft f3 and rotates therewith. At one end said sleeve is provided with an annular groove 27 for a collar 28 of a suitable connection (not shown) whereby the longitudinal movement of the sleeve may be controlled from any desired part of the vehicle. If desired, the shaft f3 to which the pulley carrying-arms are secured may. have a slight play with respect to shaft D so that when the friction-faces b--g are brought together to operate the friction-pulleys F, the pulley-pivots will be free to travel in a circular path and be relieved of longitudinal pressure by reason of any tendency of the friction-disk Gr to force the pulleys into engagement with the surface b. Y

lVhen the pulleys are angularly adjusted to drive the mechanism or vehicle at the maximum speed, the speed of the driven shaft f3 may be so near that of the driveshaft A that it may be directly driven from the drive-shaft A or drive-wheel B and by driving the shaft f3 without the use of the pulleys, wear and use of the frictional drivemechanism will be avoided. For this purpose, a frictlon-clutch is interposed between the hollow shaft f3 and the drive-wheel B, whereby they may be directly connected and shaft f3 driven directly from shaft A. This clutch comprises a resilient shoe 33 secured to an arm 34 having a hub 35 which is keyed to the hollow shaft f3. The ends of the shoe 33 are slightly yielding' so that they may be spread by a lever 36 which is pivoted at 37 at one of the ends of the shoe and is adapted to engage an adjustable screw or abutment 38 suitably mounted in the other end of the shoe, a nut 39 being provided for adjusting said screw. A spring-pressed pin 40 serves to secure the nut 39 in assigned position and against rotation. Screw 38 is secured against rotation by a pin 41 which extends through a slot in the bolt so that the latter will be adjusted longitudinally when the nut 39 is rotated. Lever 36 is extended into position to be engaged and shifted by a cam 42 on the sleeve 22 which controls the position of and adjusts friction-pulleys F. This cam 42 is disposed to engage the inner end of lever 36 when the pulleys are adjusted into position to drive the vehicle at substantially maximum speed, so that the lever 3G will be operated about itsV pivot 37 to spread the shoe 33 into frictional contact with a rim B on the ,drive-wheel B. Resultantly, when the controller-sleeve 22 is adjusted to cause the mechanism or vehicle to be driven at approximately maximum speed, it will automatically operate the clutch to drive the shaft f3 directly from the drive-wheel B.

In order to operate the throw-oil for the friction-pulleys F when the clutch is rendered operative, lever g3 is provided with an arm 44 which will be engaged by a flange 46 on the controller-sleeve to cause lever g3 to be shifted to withdraw the disk G from engagement with the friction-pulleys so that the pulleys F will not be operated to travel cycloidally, being operated by the clutch, thus-avoiding frictional wear and the necessity of driving the mechanism or vehicle by the friction-pulleys.

A driving-axle D for the traction-wheels of a'motor-vehicle is suitably connected to the trame and is divided for differentially driving the traction-wheel at one side of the vehicle with respect to that at the other; a differential driving-mechanism E of any suitable construction being interposed between the sections of the driving-axle, as well understood in the art.

The mechanism for driving the axle from the shaft D which is driven by the variable speed friction driving-mechanism, comprises a bevel pinion 12 secured to one end of said shaft, which meshes at opposite sides with a pair of beveled gear-wheels 13and 14 respectively. Said gear-wheels are adapted to drive the axle D in opposite directions. A sleeve 15 is journaledin a bearing 16 of the gear-case C and is operatively connected to the differential gear E, as well understood in the art. Gear-wheels 13 and'14 are journaled on said sleeve and a clutch-collar 17 is slidably mounted on the sleeve and operatively connected thereto by a key 1S. This collar` is providedat'each of its ends with clutch-teeth 19 for engaging corresponding teeth on the gear-Wheels 13 and 14 respectively. By shifting the clutchcollar 17 into engagement with ear-Wheel 13 the sleeve 15 and the axle will e driven in one direction and when shifted into engagement with the gear-wheel 14 said parts will be driven in opposite directions. It will be understood that suitable controlling-means will be provided for the clutch-collar 17. When the collar is in neutral position the axle will be inoperative by the driving-mechanism- This gear-mechanism and clutch-collar serve as means for controlling and reversing the direction of travel of the vehicle.

The operation of the improved mechanism will be as follows: Assuming the parts to be in position illustrated in Fig. 1, the clutchcollar 17 to be shifted into engagement with one of the gearewheels 13-14, and shaft A to be driven, revolution of the drive-wheel B Will cause the friction-pulleys F to be rotated about their journals f. The pulleys being also in engagement with the stationary disk G will roll around the face of said disk and resultantly the pulleys will travel in a circular path and cause the journals f and arm f2 to rotate the hollow shaft f3 which will impart movement to gear-Wheels 12, '13 and 14, to drive the differential gear E.

To increase the speed of the driven shaft D sleeve 22 will be shifted longitudinally and inwardly to rock pulle journals f about their respective pivots to iring the peripheries of the pulleys into positlon to engage the drive-Wheel B 'at a greater radius and the stationary disk G at a shorter radius. Resultantly, the surface-speed of the peripheries of the pulleys and the circular movement of the pulleys will be increased to drive the shaft f3 at a higher speed. `Reverse shift of the sleeve 22 ,will cause said shaft to be driven at aslower speed.

When the vehicle is to driven at the maximum speed, sleeve 22 will be shifted inwardly to bring cam 42 into position to operate lever 36 so that shaft f3 will be driven directly from the drive-wheel B and flange 46 of said sleeve will shift lever-arm 4:4 inwardly to withdraw the disk G from engagement with the friction-pulleys. Shaft f3, drive-wheel B and the pulleys will then rotate together.

When it is desired to render the shaft D inoperative by the circular movement of the pulleys, lever g3 will be shifted to withdraw disk G from engagement with the pulleys F so that they will be free to revolve about their journals f without being operated in a circular path.

To reverse the direction of travel of the vehicle clutch-collar 17 will be shifted to operatively connect the sleeve 15 with one of the gear-wheels 13, 14:, in direction to cause the vehicle to bedriven in reverse direction.

The invention thus provides a variable speed friction drive mechanism in which slippage between the friction-surfaces is effectively overcome Vand in which loss of power is avoided. Any desired number of friction-pulleys F may be provided to insure balancing of the mechanism and frictionsurfaces sulicient in number to positively impart movement to the driven element.

The invention is not to be understood as restricted to the details illustrated and described since these may be modified within the scope of the appended claims without departing from the spirit andscope of the invention.

Having thus described the invention, what I claim as new and desire to secure by Letters Patent,.is:

1. In friction drivingmechanism, the

combination of a wheel having a frictionsurface, a friction-pulley operatively connected to be rotated by said surface and mounted for cycloidal movement, means for causing the pulley to be operated in a circular ath when it is rotated by said frictionsur ace, and means for rendering the pulley inoperative for circular movement.

2. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces, a friction-pulley mounted between said surfaces for circular movement, a driven eleactress ment operated by the circular movement of said pulley, .and means for shifting one of said surfaces torender the pulley inoperative for circular movement.

8. In friction driving-mechanism, the combination of a pair of oppositely disposed elements havin concave friction surfaces, a friction-puey mounted between said surfaces for circular movement, means for angularly adjusting said pulley to engage said surfaces at relatively di'erent ra ii, and means for shifting one of said surfaces to render the pulley inoperative for circular movement.

4. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces, a friction pulley lnounted between said surfaces for circular movement, an element driven by the circular movement of the pulley, one of said oppositely disposed elements being longitudinally movable into and out of engagement with said pulley, and means for shifting the latter element to control the operation .of the driven element by the pulley.

5. In friction driving-mechanism, the combination of a pair ofy oppositely disposed elements having friction-surfaces, a. pulley mounted between said surfaces for circular movement, one of said` elements being slidably mounted, means for adjusting the pulle to engage said surfaces Aat different radii, and means for shifting said longitudinally movable element to control the operation of the driven element by said pulley.

6. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces, a friction pulley between said surfaces for engaging them and mounted to travel in a circular path, means for adjusting the pulley to engage said surfaces at different radii, a shaft secured to one of said oppositely disposed elements and another shaft concentrically disposed with respect to said first shaft and operatively connected to said pulley.

7. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces, a frictionpulley between said surfaces for engaging them and mounted to travel in a circular path, means for angularly adjusting the pulley, a shaft to which one of said elements is secured, a sleeve extending around said shaft and means connecting the pulley to said sleeve to rotate it when the pulley is operated in a circular path.

8. In friction drivin -mecha-nism, the combination of a pair o oppositely disposed elements having friction-surfaces, a frictionpulley between said surfaces for engagingthem, a journal for revolubly sustaining the pulley, a .pivotal support for said journal disposed m the pulley and mounted to be combination of a pair of oppositely disposed elements having concave friction-surfaces, a friction-pulley between said elements and for engaging said surfaces, a journal for revolubly sustaining saidpulley, a laterally extending pivotal support for said journal disposed Within the pulley and means for angularly adjustin the support to correspondingly adjust t 1e pulley comprising an arm extending inwardly from said support and means for rocking said arm.

11. In friction driving-mechanism, the

, combination of a pair of oppositely disposed elements having friction-surfaces, a frictionpulley between said surfaces and for enga ing them, said pulley having an outwardIy extending hub, a journal for said hub, a laterally extending support for said journal disposed in the pulley, said journal being pivotally sustained in said support, a driven element to which said support is connected and Ineans for angularly adjusting the journal to correspondingly adjust the pulley.

12. In friction driving-mechanism, the combination of an element having a friction-surface, a pulley operatively connected thereto, one of said elements being driven, a shaft operatively connected to be driven by the other of said elements, a clutch for driving said shaft from said driven element, means for adjusting t-he pulley to vary the speed of said shaft, and means for rendering said clutch operative to drive said shaft when the frlction-pulley is adjusted to drive said shaft at high speed.

13. In friction driving-mechanism, the combination of an element having a frictionsurface, and a pulley operatively connected thereto, one of said elements being driven, a shaft operativelyl connected to be' driven by the other of said elements, a clutch for driving said shaft from said driven element, means for adjusting the pulley to vary the speed of said shaft, and means for automatically rendering said clutch operative to drive said shaft when the friction-pulley is adjusted to drive said shaft at high speed.

14. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces one of which is driven, a friction-pulley between said surfaces mounted for circular movement, a shaft operated by the circular movement of said pulley, a clutch for driving said shaft from said driven surface, means for adjustingthe pulley to vary its circular speed, and means for rendering said clutch operative to drive said. shaft.

15. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces one of which is driven, a friction-pulley between said surfaces :mounted for circular movement, a shaft operated by the circular movement of said pulley, a clutch for driving said shaft from said driven surface, means for adjusting the pulley to vary its circular speed, and means-operated by the adjusting-means for renderlng said clutch operative to drive said shaft.

16. In friction driving-mechanism, the .combination of a-pair of oppositely disposed elements having friction-surfaces, one of which is driven andthe other of which is stationary, a friction-pulley between said surfaces and mounted for circular movement, a shaft operated by the circular movement of said pulley, a clutch for driving said shaft from said driven surface, means for adjusting the pulley to vary the speed of said shaft, and means for rendering the clutch operative to drive said shaft.

1T. In friction driving-mechanism, the combination of'a pair of oppositely disposed elements having friction-surfaces, one of which is drivenand the other of which is stationary, a friction-pulley between said surfaces and mounted for circular movement, a shaft operated by the circular movement of said pulley, a clutch for driving said shaft from said driven surface, means for adjusting the pulley to vary the speed of said shaft, and means operated by the adjusting-means for rendering the clutch operative to drive said shaft when the friction-pulley is adjusted to drive said shaft at high speed.

18. In friction. driving-mechanism, the combination of a Wheel having a frictionsurface and a pulley operatively connected thereto, one of said elements being driven, a shaft operatively connected'to be driven by the other of said elements, a clutch for drivingesaid shaft from said driven element, means for adjusting the pulley to vary the speed of said shaft, means for rendering said clutch operative to drive said shaft, and means for rendering the pulley inoperative for circular movement when the clutch is rendered operative to drive said shaft.

19. In friction driving-mechanism, the combination of a pair of oppositely disposed elements having friction-surfaces one of which is driven and the other of which is stationary, a friction-pulley between said surfaces and mounted for cycloidal movement, a shaft operated by thecircular movement of said pulley, a clutch for driving said shaft from said driven element, an means for adjusting the pulley to4 vary the s eed of said shaft, means for rendering the c utch operative to drive said shaft, and means for shifting one of said surfaces to i'ender'said shaft inoperative by said pulley when the clutch is rendered operative.

20. In friction driving mechanism, the combination of an element having a frictionsurface, a pulley operatively connected (thereto, a drive-shaft for said element, an element driven by said pulley, a clutch driven by the drive-shaft and for driving the element driven by the pulley, meansfoi' adjusting the pulley to vary the speed of the element driven thereby, and means for rendering said clutch operative to drive the pulley driven-element. j

2l. In friction driving mechanism, the combination of an element having a frictionsurface, a pulley operatively connected thereto, a drive-shaft for said element, an element driven by said pulley, a clutch driven by the drive-shaft and for driving the element driven by the pulley, means for adjusting the pulley to vary the speed of the element driven thereby, and means 'for rendering the clutch operative, and the pulley inoperative to drive said ypulleydriven element.

22. ln friction driving mechanism, the combination of an element having a friction surface, a ulley operatively connected thereto, a drive-shaft forsaid element, an element driven by said pulley, a clutch driven by the drive-shaft and for driving the pulley-driven element, means for adjusting the pulley to vary the speed of the element driven thereby, and means for automatically rendering the clutch operative to drive the ulley-driven element when the pulley is adjusted for driving at high speed.

23. In friction driving mechanism, the combination of an element having a frictionsurface, `a pulle i o eratively connected thereto, a shaft or riving said element, an element driven by said pulley, a clutch driven by said-drive-'shaft and for driving the pulley-driven element, means for adjusting the pulley to vary the speed of the elethereto, a drive-shaft on which said wheel'- is mounted, a shaft driven by the ulley, a clutch for driving said driven-shaft, means for adjusting the pulley to vary the speed of the driven shaft, and means independent of the pulley for rendering said clutch operative to drive the driven shaft.

25. In friction driving mechanism, the

combination of oppositely disposed elements having friction-surfaces, one of said elements being stationary, a shaft for driving the other element, a pulley mounted between said friction-surfaces, and for engaging them, a shaft driven by the pulley, means for adjusting the pulley to vary the speed `of said driven shaft, a clutch for driving the said drivenfshaft, and means for rendering the clutch operative andthe pulley inoperative to drive said pulley driven element when the pulley is adjusted for driving at high speed.

. FREEMAN M. DLSON. Witnesses 13min GERLACH, LEONE S. RUSSELL.