US1047943A - Gearing. - Google Patents

Description

w. s HOVEY &- c. B.-STEBBI'NIS.

' GEABING.

I urmu'non FILED HA3. 1, 1909.

Pa'tentgd Dec. 24, 1912.

'I SHEETS-SHEET 1.

W. S. HOVEY & G. B. STEBBINS.

" GEARING.

APPLICATION FILED IA-R. 1, 1909. 1 ,O47,943, Patented Dec. 24, 1912. 4 'r SHEETSBHEET 2.

3am," to;

attain;

-W. S. HOVEY'G: G. B. STEBBINS.

GEARING.

v Arr'monrox rum) Jun. 1, 1-909.

Patented Dec.24,1912.

7. SHEET8-SHEET 6.

W. S. HOVEY 6: G. B. STEBBINS.

Y GEARING.

APPLICATION FILED XAB. 1, 1909. 1 0

Patented Dec.2 4,19 12 7 SHEETS-SHEET 'I.

....... Ill..-

. To all whom it may concern:

UNITED STATES PATENT OFFICE.

WILLIAM s. HOVEY Am) CHARLES i3. S'IEBBINS, or mnnnn mvnns, MICHIGAN.

GEARING.

Be it known that we, VILLIAM S. HOVEY and CHARLES B. STEBBINS, citizens of the United States, residing at the city of Three Rivers, St. Joseph county, State of Michigan, have invented certain new and useful Improvements in Gearing, of which the following is a specification.

This invention relates to improvements in motor cars.

The main objects of this invention are,

first, to provide an improved motor car adapted for use as a railway car, having explosion englnes as driving power. Second,

to provide in a motor car, an improved con-- trol mechanism. Third, to-provide in a motor car, an improved control mechanism by which the driving mechanism may vbeadjusted to different speeds with a minimum shock to the car and to the driving mechanism. Fourth, to provide in a motor car, an improved running gear frame. Fifth, to provide in'a motor car, an improved driving connection.

Further objects, and objects relating to structural details, will definitely appear from the detailed description to follow.

We accomplish the objects of our invention' by the devices and means described in the following specification. ,The invention is clearly defined and pointed out in the claims.

A structure embodying the features of our invention is clearly illustrated in the ac-- 2 is a 'side elevation of the running gear.

Fig. 3 is an end view of the running gear frame. Flg. 4 1s a enlarged detall longitudinal section through the transmission, taken on a line corresponding to line 55- of Fig. 1. Fig. 5 is a vertical, transverse section taken on a line corresponding to line 6.6 of Fig. 4. Fig. 6 is an enlarged detail plan of the transmission clutch actuating cams. Fig. 7 is a detail, vertical section taken on a line'corresponding to line 88 of Fig. 6. Fig. 8 is a detail vertical section taken on a line corresponding to line 9-9 of Fig. 6. Fig. 9 is a detail longitudinal section taken on a line corresponding to line 10--10 of Fig. 6. Fig. 10 is an enlarged Specification of Letters Patent.

Application filed March 1, 1909. Serial No. 480,811.

- line l3--13 of Fig. 10. Fig. 1-3

sponding to line =14L14 of Fig.

Patented B s-1,1912.

clutch shifting means. Fig.11 is a detail section'of the master clutch actuating cam .takenon a line corresponding to line 12-12 of Fig. 10. Fig. 1.2 is a detail vertical section of the transmission brake and its actuatmg cam, .taken on a line corresponding to is a detail longitudinal section taken on a line corre- 14 is a detail section of the brake wheel and brake shoe taken on a' line corresponding to line 15-45 of Fig. 12. Fig. 15 is an enlarged detail vertical section taken onalin e corresponding to line 1616 of Fig. 1, showing details of the operating means. i Fig. 16 is a horizontal section'taken on a line correspo-nding to line 1717 ofv Fig. 15. Fig. 17 is a detail perspective of the reverseoperating means. Fig. 18 is a detail perspective of the throttle and timer control ports. Fig. 19 is a modified form of the master or driving clutch operating means.

In the drawings, similar reference characters refer to similar parts throughout the several views, and the sectional views are taken looking in the direction of the little arrows at the ends of the sectional lines.

Referring to the drawing, the car, body 1 is illustrated herein merely to show the general application of the features oflthis invention. The running'gear frame preferably consistsof the outer longitudinal sills 2 and the inner longitudinal sills 3, the sills 3 being primarily a support for the engine, transmission, and the like. Details of this frame construction are illustrated in Figs. 1,'2and3.'- I.

The outer longitudinal sills 2 are connected by cross-pieces 4 at each end, and the inner longitudinal sills 3 are supported on these cross sills by blocks or uprights 5 so that 'the sills 3 are supported in an elevated position relative to the sills 2. These sills 12. Fig.

detail plan View of the master or driving and-their connections are shown largely in conventional form and in practice, conne tions for the-parts other than those illustrated are provided tomake a rigid strong frame, but; as such details form no part of this invention, they are not illustrated herein.

The axles 6 are provided-with suitable bearings 7, which arearranged in bearing pedestals 8 of the'common'or any desired type, so that the running gear frame is yieldably supported on the axles, the bean customary in car truck construction. The

engine 10 illustrated is of the four-cylinder type, and is shown in conventional form only. This engineis arranged at the forward ends of the sills 3, being arranged between them and prbvided with rests 11 resting on the top of the sills. At the rear of the engine, and also arranged between and supported by the longitudinal sills, is a transmission, while at the rear of the transmission and also arranged between and supported by the longitudinal sills 3 is a fuel storage reservoir 13. v

The engine or crankshaft, not here illustrated, is arranged longitudinally of the running gear frame and is connected by the driving or master clutch 14-to the driving shaft 15. The details of the master clutch 14 are not here illustrated, as they formno part of this invention. The section 16 of the driving shaft is arranged within the transmission casing 12, the coupling 17 for.

the driving shaft sections being outside of the transmission gear casing. The driven shaft 18 is arranged transversely of the driving shaft and transversely through the transmission casing 12 below the sills ,3, and is provided with a sprocket wheel 19 at each end which sprocket wheels are connect ed by the sprocket chains 20 to the axles (a,

the axles being provided. with suitable sprocket wheels for the chains. Thus a driving connection is secured to both axles.

The driving shaft is provided with a bearing 21 in the rear end of the casing 12, and with a bearing pedestal 22 within the casing. The driving shaft is also supported by, a bearing 23 at thefront end of ,the casing '12. The. driven f shaft is supported by bearing 21 in the side walls of the transmissiongear casing. Arranged within the casing and parallel with the'drivingshaft is. a" transmission shaft 24, having a bveledfigear 25 at one end, which is arranged to mesh with the beveled gears 26 on the driven shaft 18. The gears 26 arerevolubly mounted on the driven shaft 18 and are adapted to be connectedthereto through the clutch 27, which is of the double jawed collar type so thatieither of the gears may be secured- 'to transmit the power, thus reversing the driven shaft.

The shaft 24 is connected to the driving shaft through the gears 28, 29 and- 30 on the driving shaft, and the gears 31, 32 and 33 on the transmission shaft 24, which are arranged to mesh respectively with the gears 28, 29 and 30. The gears 28, 29 and 30 are all revolubly mounted on the driving shaft, and are adapted e5 be connected thereto through the clutches '34 and 35, the clutch 34 being arranged to engage the gear 28 while the clutch 35' is adapted to engage either the gears29 or 30. When the g agement as the cam clutch 34 is in engagement, the drive is through the gears 28 and 31, and a low speed secured. When the clutch 35 is in engagement with the gear 29, an intermediate speed is secured, while a high speed is secured when the clutch 35 is in engagement with the gear 30.

The transmission shaft 24 is supported by the bearing 21 in the rear wall of the casiug 12 while its forward end is provided with a bearing sup orted by a pedestal 36 Within the casing. fhe clutches 34 and 35 are controlled byrock shafts37 and 38 respectively, the rock shafts roj'ecting transversely from the casing and being provided at their inner ends with forks 39 which engage the clutches. The outer ends of the rock shafts are supported by bearing han'gers'40 carried by one of the sills 3. These rock shafts are actuated through the cains 41 and 42, which are mounted on the cam shaft 43 which is arranged longitudinally of the running gear frame. This cam shaft is supported in suitable beari'ngs on the cross-pieces 44'and 45 and on the arm 46, the cross-pieces being between the pair of longitudinal sills 2 and 3 and the arm or bracket 46 projecting outwardly from one of the longitudinal sills 3. These cams 41 and "42 are arranged to act upon the arms 47 and 48 on the rockshafts 37 and 38 respectively, the "arms being provided with cam engaging rollers 49 which engage and travel in the cam grooves 50 of the camsyso that the rock shafts are positively actuated in both direc-' tions. The cams 41 .and 42 are so located relative to each other that the clutches 34 and 35 are successively engaged and disengaged, or both may be thrown out of'enshaft is revolved. This cam shaft is actuated from the hand wheel 51, which is arranged at the end of. the car,

- as is indicated in Fig. 1.

The hand wheel 51 is mounted on the central shaft or post 52 on the lower end of which is a'beveled gear 53 arranged to mesh with a gear 54 on the shaft 55, the shaft 55 being arranged horizontally under the floor of the car and transversely thereof. On the shaft 55 is a gear 56 arranged to mesh with the gear 57 on the shaft section 58 of the driving connections for cam shaft '43 to the control p0st.- This section 58 is connected to the gear 57 by a slip joint connection, and is connected by a universal joint 59 to v the shaft section 60, and the shaft section 60 is connected by a universal joint to the cam shaft43 to compensate for the movementof the car body on its springs. Thus through this hand wheel 51 the camshaft is actuated to throw the transmission clutches into and out of engagement, as stated.

It is desirable that the transmission clutches shall be actuated only when the master clutch 14 is disengaged, and we see Fig-.16, which-is in the form of a gear arraugcd't-o mesh with the gear "79 on'the during clutch, p e It is desirable in'the shifting (lithe trans mission clutch that the clutches should not .be engaged whengthe drivin' shaftflfiiis ni'ng at a high'rate of "spec otomy' ones: I

adyustabl'y secured upon the 'connected from the engine.

quence. This, int-he structure ilustrated,

see details of. Figs. 10 and 11, is accomplished through the lever-61, which is pivgoted at 62 and arranged to engage the pin 63 on the clutch member 64, the clutch of the structure illustrated in Figs. '10 and 11 being actuated or, thrown into engagement by means of a spring as 65. The-lever 61is actuated by the cam 66 on the camshaft, the leverbeing provided with a roller 67 adapt- I ed to travel on the face of the cam. The cam projections of the cam 66 are so ar-.'

ranged relative to the cams 41 and 42 that the master clutch 14' is always disengaged. the,- movement of the transm ssion count of the strain :upon'the struetiii eybut, further, the clutch driving shaft which isautomatically'thrown into and out of engagement by the actuation of the camshaft. This brake in the struc ture' illustrated consists of a grooved brake.

Wheel 68, see the details illustrated in Figs;

11, 12 and 14, anda brake lever 69having a V-shaped shoe 70 thereonadapted to engage the grooved brake wheels The lever 69 is ment upon the disengaging 'of the transmission clutches. The lever is provided withja roller 73 adapted to travel in the groovesl t of the cam wheel 71.. The-lever is'prefe'r ably provided with a yieldin portion 75 whichis pivoted.. at 76"and he d yieldingly 1 in position by means of the spring 77. The advantage of this will be readily understood.

With this arrangement ofthe, parts, by the manipulation of the hand wheel, which may: 'becontinuous in one direction or reversed as desired, the low,-intermediate or'high speeds} j n v y Y ferlfe gto'eiigage ithelclutoh 2-7" as are secured, or th'emehan'ism entirely,-dis= As an index or guide for the v A we preferably provide an index wheel 78,

control post or shaft. The index wheel 78 and the gear 79 are of the proportionof. 1'

a4. so that one revolution of the hand'wh'eel jaws do. not readily en 7 gage when the driving shaft is running at.

.the high rate of speed. We therefore preferably usein this connection a brake for the" between the nuts, Figs'tjti and '9 The camwheel 4 is secured uponthe sleeve 83 plis members 87 at each sideiof the bearing sup- .po'rt 45, the "inembers87 being threaded-to :agr s r F g a y motorman, t U I the other of the gears 26, 1t Wlll be '90, which is connected b secures aquarter revolution-of the index Wheel. The gears 53 and 54 which connect the control post with the shaft 55, are also in the rop ortion of 1 to 4, so that on each revolution of the hand Wheel, the cam shaft is givenone quarter turn, thereby bringing the or the other of the transmission clutches into. en a-g'ement, or.both to the neutral oint. t is obvious that the device might e adaptedfor a structure having less than three speedsi or for one having more thanthree, it on y being essential to keep the clutch actuating cams arranged so that the parts are actuatedinproper sequence. To urtherguide theoperator, a shield 80 is provided "for the 'operation of the. indexwheel, having a window therein through which the indicating "word or character apears. 1 ,In the -mod1fi'ed; construction shown in 19, the master clutch, is both; engaged iarid-,disengaged by the lever' 61, the cam Q wheel 82 bein ofthe wh els. {41' and 43,

same type as the cam For convenience in assembling, the cam wheels '41 and 66 are cam shaft so that-theycan be brought into roper re- Iatiioh to their levers or rock sha ts, and to each other. This we preferably accomplish by placing upon the cam shafts split sleeves 83, see Figs. 6, 9, 10 and 13, which are clamped in, lace by thenuts 84, the sleeves being thre'a'ed to receive-the nuts and the nuts which reamthem in their adjusted position, thereby adjustably seeuringthe cam wheels to the shaft. The cams are clamped as clearly a pears from for the cam wheel 66 by means of aj'set screw,as 86. The shaft is also preferably made longitudinally adjustable;

: that is, it may be adjustedlongitudinally to seme extent, and this is preferably accom lied by providing the {internal threaded enga e one'fofthe sleeves 83 and the clamping's e-Bve 88 on the other side of the bearngflsupeport. The partscan thus be nicely ad uste' throu h*:'theL-.front *ofthe gear casing, and

.iis;;cli1tch into engagementv with one or that't'he-car will be driven accordinglmthe s ee'ds being the saine in each direction.

helever 89 is shifted from the hand lever the bell crank flever'jlg, w ieh' is: pivoted at being provided with spring fingers 85,,

elutch27, which clearly I shifting obvious the link 91 to so that great. accuracyin maintain- 'ing' the measurements in manufacturing is not essentiaL The engine reversing is secu'redlthrough the reversi n is, shifledbyme'ans-of.the ever 89-arranged i 93 on one of the longitudinal sills 3, and is, in return, connected to the shifting lever 89 by the link 94, see Figs. 1 and 17 The engine throttle 95 is controlled through the rock shaft or control post 96, which is provided with a hand piece 97 at its upper end and an arm 98 at its lower end, which is connected by the link 99 to one arm of the bell crank lever 100, the other arm of the lever being connected by the link 101 to the throttle, see Figs" 1 and 18. The timer is controlled by the rock shaft or control post 102, through which the cont-rol post 96 is preferably arranged, asclearlyyappears in Fig. 18 the rock shaft 102 being provided with a hand piece 103 at its upper end and an arm 104: at its lower end, which is connected to one arm of the bell crank lever 105 by the link 106, the other arm of the bell crank lever being connected by the link 107 to the timer 108.

railway truck. The engine is mounted on the truck or running gear, which is supported by the traction wheels, and the car body is mounted upon the running gear frame by springs, so that the vibration of the engine is not communicated thereto, .or the movement or swaying of the car body is not materially communicated to the engine. The engine and transmission belng mounted upon the sills 3, are held'in alinement.

By the control described, the speeds may be changed as desired, from the low to the high speed, thus securing a comparative even increase in the speed, and thereby relieving the car of sudden jerks to which it would otherwise be subjected.

We have illustrated and described our improvements in detail in the form preferred by us on account of the structural simplicity and economy thereof, but we are aware that these structural details may be very greatly varied without departing from our invention,,and we desire to be under stood as claiming the same specifically, as illustrated, aswell as broadly.

Having thus described our invention,what we claim as new and desire to secure by Letters Patent is:

1. A variable speed transmission gearing comprising a plurality of clutches, a plurality of rock shafts for actuating said clutches, a master or driven clutch for said transmismamas ranged to actuate said rock shafts, said cams being adapted to act successively, on said rock shafts, whereby the said transmission clutches may be successively engaged and disengaged, an actuating lever for said master clutch, a cam on said cam shaft having a plurality of cam projections arranged to act on said lever to disengage said master clutch simultaneously with the shifting of said transmission clutches; a brake wheel a; said transmission gearing; a brake lever; and a cam on said cam shaft having a plurality of cam. projections arranged to act on i said lever to engage said brake when said clutches are disengaged.

2. A variable speed transmission gearing comprising a clutch, a rock shaft for actuating said clutch, a master or driving clutch for said transmission gearing; a cam shaft; a cam thereon arranged to actuate said rock shaft; an actuating lever for said master clutch; a cam on said cam shaft arranged to act on said lever to disengage said master clutch upon the shifting of said transmission gear; a brake lever; and a cam on said cam shaft having a plurality of cam projections arranged to act on said lever to engage said brake wheel when said clutches are disengaged. 3.' A variable speed transmission gearing comprising a plurality of clutches; a brake for said transmission gearing; a master or driving clutch for said transmission gearing; means for shifting said clutches and foractuating said brake, comprising a cam shaft having cams thereon arranged so that said transmission clutches may be successively engaged and disengaged and said driving clutch and brake are engaged and disengaged upon the shifting of said transmission clutches; and means for actuating said cam shaft having an indicator operatively associated therewith.

4:. A variable speed transmission gearing comprising a plurality of clutches; a brake for said transmission gearing; a master or driving clutch for said transmission gearing; and means for shifting said clutches and for actuating said brake, comprising a cam shaft having cams thereon arranged so that said transmission clutches may be successively engaged and disengaged and said driving clutch and brake are engaged and disengaged upon the shifting of said transmission clutches.

5. A variable speed transmission gearing comprising a plurality of clutches; a brake for said transmission gearing; a master or driving clutch for said transmission gearing; means for shifting said clutches and for actuating said brake, arranged so that said transmission clutches are engaged and disengaged and said driving clutch and brake are engaged and disengaged upon the so sion gearing, a cam shaft, cams thereonar shifting of said transmission clutches; and

- said brake arranged so thatsaid transmiss '6. A variable speed transmission gearing.

comprising a plurality of clutches; a brake for said transmission gearing; a master or driving clutch for said transmission gearing; and means for shifting said clutches and for actuating said brake, arranged so that said transmission clutches are engaged and disengaged and said driving clutch and brake are engaged and disengagedupon the shifting of said transmissioniclutches.

.7. The combination of a transmission gearing; a clutch therefor; a brake for said transmission gearing; a master clutch for said transmission gearing; means for shifting said clutches and for actuating said brake; comprising a cam shaft having cams thereon arranged so that said transmission clutch isengaged and disengaged and said master clutch and brake are engaged and disengaged upon the shifting of said transmission clutch.

8.- The combination of'a transmission gearing; a clutch therefor; a brake for said transmission gearing; a master clutch for said transmission gearing; means-for Shift-.- ing said clutches and. for actuating said brake, arranged so that said transmission clutch is engaged and disengaged and said master clutch and brake are engaged and disengaged upon the shifting of said transmission clutch.

9. A variable speed transmission gearing comprisinga plurality of clutches; a brake for said transmission gearing; and means for shifting said clutches and for actuating said brake comprising a cam shaft having cams thereon arranged so that said transmission clutches may be successively engaged and disengaged and said brake is engaged and disengaged upon the disengaging and engaging of the clutches.

10. A variable speed transmission gearing comprising a plurality of clutches; a brake for sald transmission gearing; and means for shifting said clutches and for actuating sion clutches are successively engaged and disengaged and said brakeis engaged and disengagedu'pon the disengaging and. en:

gaging of the clutches.

11. A transmission gearing comprising a clutch; a brake for said transmission gearing; and means for shifting said clutch and for-actuating said. brake comprising a cam shaft having cams thereonarranged so that said transmission clutch and brake are alternately engagedand disengaged.

12. The combination of a transmission shaft; a driving clutch therefor; a plurality of gears, revolubly mounted on said shaft; clutch members slidably mounted on said shaft, and adapted to be shifted into en gagement with said gears; means for shifting said clutch members; comprising: a cam shaft having actuating cams thereon; a brake Wheel on said transmission shaft; a brake lever; a cam on said camshaft arrangedito actuate the brake upon the disengaging of the said transmission clutch meme bers; and a masterclutch actuating means comprising a cam arranged to'actuate said -master clutch'actuating means to disengage the same in proper sequence with said transmission clutches. r

13. The combination of a transmission shaft; a driving clutch therefor; a plurality of gears; revolubly mounted on said shaft;

clutch members slidably mounted on said shaft, and adapted to be shifted into engagement with said gears; means for shifting said clutch members, comprisingz a cam shaft having actuating cams thereon; a

brake wheel on said transmission shaft; a brake lever; and a cam on said cam shaft arranged to actuate the brake upon the disengaging of the said transmission clutch members. In Witness whereof, We, have hereunto set our hands and seals in the presence of two witnesses.

WILLIAM S. HOVEY. [1,. 3.] CHARLES B. STEBBINS. [n s.] Witnesses: I E. J.Go1)sH'a1.K,; D; C. MIx.

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