USRE12144E - Device for reversing motion - Google Patents

Description

DEVICE FOR REVERSING MOTION.

' APPLICATION FILED APR. 23,1903.

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3 nu 9 1 L l G U A D E U S S I E R G. E. TREGURTHA. DEVICE FOR REVERSING MOTION.

APPLIOATION FILED APR. 23, 1903.

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WWQN E ll No. 12,144. REISSUED AUG. 11, 1903. G. E. TREGURTHA.

DEVICE FOR REVERSING MOTION.

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No. 12,144. REISSUED AUG. 11, 1903. G. E. TREGURTHA. DEVICE FOR REVERSING MOTION.

APPLICATION FILED APR. 23, 1903.

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Iva 12,144.

U ITE STATES Reissued August 11, 1903.-

PATENT OFFICE. j

GEORGE EQTREGURTHA, OF MALDEN, MASSACHUSETTS.

DEVICE FOR REVERSING MOTION.

SPECIFICATION forming part of Reissued Letters Patent No. 12,144, dated August 11, 1903 Original No. 721.624, dated February 24, 1903. Application for reissue fl1edA pril23, 1903. Serial No. 154.082.

1'0 all whom. it may concern:

Be .it known that I, GEORGE EDWARD TRE- .GURTHA, of Maldeu, county of Middlesex, and State of Massachusetts, have invented certain Improvements in Devices for Reversing the Motion of Propeller-Wheels, &c. of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification, in which-- Figure 1 represents a side elevation; Fig. 2, a central horizontal section, the powershaft and the propeller-shaft being in plan; Fig. 3, a vertical transverse section on the line at w of Figs. 1 and 2 looking in the direction of the dotted arrow 50 and showing the central propelling-gear and the propellingshaft secured to ether bya spline in order that they'will rev%lve together; Fig. 4, a perspective view of a plate which constitutes a new member of my clutch mechanism. Fig. 5 comprises views, one being taken through the inner rim of the clutch member in a line with the bolt-hole provided therein and the other being taken through the outer rim at a point opposite said bolt-hole. Fig. 6 is a sectional view of the clutch member, taken through one of the radial braces; Fig. 7, a detail showing a clutch member stationary and having two diametrically opposite tapering bearings, one only being shown; Fig. 8, a sectional detail showing the several clutch mem- V bers enlarged and assembled together.

- out No. 611,187, issued to me September 20,

My present invention has particular refer ence to the reversing devices of propellerwheels set forthin United States Letters Pat- 1898, in which certain clutch mechanism coact-ing with other instrumentalities were employed in applying, suspending, and changing the direction of the motion as desired. In the invention recited in said patent a revolving casing surrounding a gear secured to and carried by the power-shaft (by means of a spline connection) hasadouble clutch-surface at its periphery which was caused to alternately engage with a clutch-wheel secured to and revolved by the power-shaftanda stationary clutch-ring secured to the framework. Y By" the said construction the. several operations of starting, stopping, and reversing the motion'of the propeller-wheel were or- 'by any suitable power.

dinarily accomplished in a satisfactory manner; but occasionally when the reversinglever was suddenly shifted (through inadvertence or inexperience) a lack of promptness,

slight deficiency in holding ability, or want v of smoothness of motion was temporarily exnovel clutching mechanism by means of which the movements of the propeller or driven shaft are controlled, which I will now n proceed to describe.

In the said drawings, A represents the frame, secured in its proper position in the boat or vehicle.

B is the driver or propeller wheel shaft, the

inner end of which rotates in a bearing 0 and its other end in a bearing. (Not shown.)

D is the driving or power shaft, located in the prolongation of the axis of the propellershaft, the con iguous' ends of the two shaftsbeing remove a short distance from each other and the end a of the power-shaft being shown as-broken off, but intended to be driven ing-shaft D is a circular clutch-wheel F, having in one side a large central opening G, the inner wall of which is tapered downward and inward to form a clutch-surface 15 16, Figs. 2 and 8, the wheel F also acting as a balancewheel. One of the prominent featuresof my present invention is an auxiliary clutching member consisting of a circular plate I, having an inner rim 20 and an outer rim 21, connected by radial braces o and secured by Secured to the driv bolts at'22 to the inner side of the clutchwheel F, Figs. 2 and 8. jThe'outer rim 21 is divided into several segments or sections to provide for independent yielding or movement of said sections, and its peripheral face forms a tapering clutch-surface 23' of less diameter than the opening G in the clutch wheel, so as to, leave a vacant space at this place for the reception or entrance of the clamping-surfaces of a newly-constructed casing L, presently to be described and forming another prominent feature of thisfinvcm tion.

The power-shaft has secured thereto at and 'l shaft 1), and said gear-wheel K is locatednear its end a gear-wheel K by a spline 30, Figs. 2 and 3, which insures the positive revolution of said wheel K with the powerthat is keyed to the driven shaft B. The

larger portion of the casing L, which is disposed over the hub of this internal gear N, terminates at its periphery in three clampingsurfaces which are formed integral therewith instead of being provided with a separate clutch-ring, as heretofore in the construction shown in United States Patent No. 611,187. The-clampiug-surfaces of the casing L by my improved construction are, viz., an outer one k l, which forms an inclined annular wall conforming to the taper of the clutch-surface 16 of the wheel F, with which it coacts, an inner clutching-surface 17 18 of less diameter than that of k l and with a taper corresponding with the outer tapering surface 23 of the newly-created clutch member I, and a third clamping-surface 24 of less diameter (here) than that of 17 18 and intended to conform to and coact with two inclined clamping-surfaces 25 25 of'a casting Z,secured to the framework, these clamping-surfaces 25 25 being located diametrically opposite each other, Fig. 2, the clutch-ring (designated S in my prior patent, No. 611,187, which was a contin uous stationary ring) being dispensed with and the newly-created clutch I, having only two bearing or contact surfaces, being substituted therefor.

The purpose of the divided or sectional (newly-created) clamping member I and the newly-created casing L, with its three tapering or clutching surfaces,'together with the newly-constructed stationary device Z, having two separate bearing surfaces 25 25, is to enable the attendant to manipulate the reversing-lever T more easily and promptly and with an elasticity which does not impair the tenacity of the grip of the clutching-surfaces,

the result being a reduction and more even wear of the parts and the avoidance of unnecessary vibrations.

As the'construction of the remainder of the reversing mechanism is substantiallythe same as set forth in the aforesaid United States Patent No. 611,187,issued to me, and as I Wish to show an operative apparatus and also the relation of my new clutching devices thereto, I will now refer to the description contained in said prior patent.

P P are two diametrically opposite pinions arranged to revolve on stationary studs 71. n,

' riveted to the side or plate d of the casing L,

said pinions engaging with the gear K and also with the internal gear N, keyedto the driven shaft B. (See Fig. 2 of the accompanying drawings.) The gear K by means of a tion.

spline 50 is so connected with the power-shaft that it mustrevolve in common therewith, while it is also free to slide thereon and have a limited amount of longitudinal motion on the driving-shaft D. Means for oiling the gearing may be provided through a hole 28 in the casing. L, Fig. 2, leading to another hole in the internal gearing-N, the holes being controlled by a removable plug. The reversing-lever T is pivoted at 27 to the frame A and is provided with a friction-roll V, pivoted on its inner side and located between two circular flanges V on the propeller-wheel sha-ft B, by which construction when the lever is swung to the left in the direction of the dotted arrow 55the propeller-wheel shaft B' from the tapering surface 23 of the new clamping member 1, simultaneously with which the third clamping-surface 24 of the casing will be brought into a position to engage with the clampingsurfaces 25 25 of the stationary clutching device Z, secured to the frame, which will stop the casing L from rotation. Whatever be the position to which the friction member L of the clutch is moved by the lever T it is necessary that engagement be maintained between the gearing that connects the shafts B and D, and this I accomplish by my present form of this invent-ion (herein illustrated) by so mounting the gear that while it is free to have a limited amount of longitudinal sliding motion on the spline 30, which connects it with the shaft D, the said gear must at all times rotate simultaneously and in the same direction with the drivingshaft D. The aforesaid connection of the gear K. and the driving-shaft D, so as to positively insure the revolution of the gear simultaneously with the said shaft, and also to admit of its sliding longitudinally thereon, are they functions to be performed to render the construction (herein recited) operative and forms avital feature of this form of my inven- The parts beingin the position'seen in Fig. 2, when power is applied to the drivingshaft D the clutch-wheel F is turned, and as the casing L is frictionally engaged by its beveled surface k l with the internal beveled surface 15 16 of the clutch-wheel F and thebeveled surface 17 18 of said casing, also frictionally ions will be carried around with the latterwithout revolving on their studs, but will. cause the internal gear N to rotate with the casing L, which being keyed to the propeller-wheel V shaft (driven shaft) will be revolved in common with said shaft in the same time and direction, and carry the boat, &c., forward. To

reverse the direction of the boat,'move the handle of the reversing-lever T to the left,

which moves the propellershaft in its bearings and also the internal gear N, secured to said shaft, and as the casing incloses the internal gear they are both moved in the same direction sufliciently to withdraw the clutching-surfaces ofthe casing from those of the clutch-wheel F and new clutch member I and enable the third clutching-surface 24 of the casing L to engage with the two clutchingsurfaces 25 25 of the stationary clutch Z, secured to the frame, which prevents the revolution of the casing. The central gear K by means of the spline connection is now carried around and by the driving or power shaft .D, which revolves the intermediate pinions P P, which in turn drive the internal gear N in the opposite direction to the rotation of the power-shaft, and as the internal gear is secured to the driven shaft (propellenwheel shaft) the latter is caused to revolve in the opposite direction to the driving-shaft, thus reversing the direction of the boat without .changing the direction of the power.

To stop the rotation of the propeller-wheel in either direction and without changing the motion of the driving-shaft D, it is only necessary to operate the reversing-lever, so as to bring the casing L into such position that all the clamping-surfaces will be disengagedthat is, the clamping-surfaces k l 17 18 will be severally withdrawn from contact with the clamping-surfaces 15 16 of the clutch-wheel F and from the bevel 23 of the member I, and the clutch-surface 24 from the two beveled surfaces 25 25 of the stationary clutch Z; but

. as the casing in this released position willrevolve with the power-shaft and carry around therewith bodily the pinions P P they will have no influence on the internal gear N to move the propeller-wheel :shaft B,- and consequently the boat will be stationary although the driving-shaft may be in m otion. I

Although the clutching-plate I furnishes additional frictional surface, it may be omitted or may be used without being divided into segments, and the newly-constructed casing formed integral with one of its sides and having but two surfaces It Z and 24, ing surfaces 15 16 wheel F, and the surfaces 25 2-5 of peripheral clutchingcoacting with the taperthe newlyconstructed stationary clutching device Z may be employed with more satisfactory-results than when the casing L as heretofore constructed was used with the continuous clutching-surface of a stationary clutching device; but I prefer the employment of a sectional auxiliary clutch-plate I, with the newly-constructed casing having three clutching-surfaces and the newly-constructed stationary clutch with two clamping-surfaces, as thereby I obtain the best possible results,

as herein previously recited.

' I claim- 1. In combination, a'drivilng-shaft, adriven 'of the balance clutch pinions of which are carried by the sliding clutch member, substantially as set forth.

2. In combination, a driving-shaft and a' driven shaft, a clutch-wheel secured to the driving-shaft, an auxiliary clutch member secured to the clutch-wheel, a casing adapted to revolve with and slide longitu inally relative to the driving-shaft and having three clutching-surfaces, two of which surfaces are arranged to engage respectively with the clutch-surface of the clutch-wheel and that of its attached clutching member, a stationary clutch device "secured to the framework,

and with which stationary clutch,-the third clutching-surface of the casing engages, a gear secured to the driving-shaft. and revolving therewith and adapted to slide longitudinally thereon, a gear secured to the driven shaft, one or more intermediate pinions pivoted to said casing, and arranged to'engage with the driving-shaft gear and the drivenshaft gear, and a mechanism for moving the clutch-endowed casing in opposite directions, substantially as set forth.

3. In combination, a drivingrshaft and a driven shaft, a clutch-wheel secured to the drivingshaft, a sectional auxiliary clutch memberseeured to the clutch-wheel, a casing adapted to revolve, and slide longitudinally relative to the driving-shaft, and having three clutching-surfaces, two of which are arranged to engage respectively with the clutch-surface of the clutch-wheel and the clutch-surface of its attached sectional member, a stationary clutch device formed with two clamping-surfaces and secured to the framework, and with which stationary clutch, the third clutchingsurfaee of the casing engages, a gear adapted to revolve with and slide longitudinally upon the driving-shaft and inclosed by said casing,

a gear secured to the driven shaft, one or} more intermediate gears pivoted to said casing and adapted to engage with the drivingshaft gear and the driven-shaft gear and mechanism for moving the clutch-formed cas ing back and forth upon the driving-shaft, constructed and arranged to operatesubstantiallyas specified. I

7 4. In combination, a driving-shaft and a driven shaft, a clutch-wheel secured to the driving-shaft, a sectional auxiliary member secured to the clutch-wheel, a casing adapted to revolve and slide longitudinally on the'driv- V ing-shaft andhaving three clutching-surfaces, two of which are caused to engage respectively with the clutch-surface of the balance clutch-wheel, and the clutch-surfaces of its attached sectional member, a stationary for moving the clutch-acting casing forward and back upon the driving-shaft, constructed and arranged to operate, substantially as set 1v the third clutching-surface of the casing enforth. 15 i 5 gages, a gear adapted to revolve with and In testimony whereof I have signed my slide longitudinally on the driving-shaft and name to this specification in the presence of inclosed by said casing, an internal gear N two subscribing witnesses.

clutch device formed with two diametrically opposite clamping-faces and. secured tothe framework, and with which stationary clutch,

carried by the driven shaft, one or more in- GEORGE E. TREGYRTIIA. tennediate pinions' pivoted to said casing and \Vilnesses:

:0 adapted to engage with the driving-shaft gear FREDERICK S. MANN,

and the driven-shaft gear, and mechanism JAMES TREGURTHA.

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