US1315962A - sheetsxsheet i - Google Patents

Description

A. F. HUSSANDER.

POWER GEARING.

APPLICATION FILED MAY 2?. 191a.

Patented Sept. 16, 1919.

3 SHEETS-SHEET 2.

'llllll/I I a I I I A. F. HUSSANDER.

POWER GEARING.

APPLICATION HLED MAY 21. 1918.

1,315,962. Patented Sept. 16, 1919.

3 SHEETS-SHEET 3- me /4,. 7 M

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"l or ARTHUR 1E. HUSSltNlJlEIPt, 01E UHIGAGU, llllilliltillltlllc'l.

PU'WIEld-GEfiilttlllltih lldlllhhtlltmu Specification of Letters Patent.

Patented inept; to, lln lltlt Application filed they 2?, with serial No. aaavat.

To all whom it may concern:

Be it known that l, itnrnnn 1F. ll-llnsssnnnn, a citizen of the United States, residing in Chicago, in the county of (look and i i ate ot' lllinois, have invented certain new and useful llmprovements in Power-Gearing, out which the following is 'aspecilication;

My invention relates to povver gearing and has for its primary object the provision of improved means tor developing power troin two or more sepa ate power shattsn Another ob ect or the invention 1s to provide improved means lor developing in a single transmission mechanism the man} inuin povver produced by separate power shafts. Another object of the invention is the provision, with separate povver shafts, compensating gearing through which said shafts are connected and worlr performing transmission mechanism driven from said gearing, of means torpreventinp; reverse rotation of either povver shatt While the other shaft is applying power to the compensating gearin i i it further oloject is the provision of a mo tor vehicle having separate motors and so constructed that the maxinn m power developed by said motors or either oi thenr may he transferred to a single rotatable element and thence conveyed to the driving Wheels. ilt further object 1s the provislon ota fly-Wheel positioned to communicate its inertia to all. ct such separate motors; and an additional object lies in the provision oil means between the said single rotatable element driven by such separate motors and the driving Wheels oi a vehicle for braking the train or power conveying; machinery,

it further object is the provision, in con nectirn with separate power shafts connected through compensating; nearing, o'lt means tor joining said shatts together for rotation of:

one by the other.

Other objects and advantages er my in vention will appear from the tolloivinpg descriptionptaken in conjunction with the accompanying dra 'ings which form a part oil this specifi wation and illustrate the preterit-ed embodiment ot the invention.

lo the drawings:

Figure l is a plan vies of the chassis eat a motor vehicle embodying the present inven tion certain parts being; omitted ttor clearthe other.

ness and the rear axle housing being sectioned to disclose parts therein.

Fig. is an enlarged fragmentary detail of Itipg'. l.

Fig. 3 is a fragmentary front elevation ot the chassis of l igg= l. with portions o l the frame and motors in section.

ft is a section taken on line nit Fig. 2 o

his. 5 is a section taken appronimately on line of l lug. 6 1s a plan view out propell ng machinery for a vessel or airplane infivvhich a plurality ot engines are interconnected in pairs to drive a propeller through gearing; constructed in accordance with the princi ples of the present invention,

Fig, 7 is a fragmentary plan vieiv of a motor vehicle clnissis illustrating; povver shatts connected through a compensating; gearing, and embodying means for joininp, said shafts together tor rotation of one lay tl-is an enlarged detail of a portion ol'" 'ld ig. 7' partially sectioned on the common horizontal plane defined hy the arcs of the revolving parts.

9 is a fragmentary sectiontalren approximately on line 9--9 oi li ipg. 8.

Reference ninneral 10 indicates generally ti it lit the main frame of a motor vehicle provided with a pair of parallel cross-bars 11 and 12, and with a third cross-hair l3. l dlonnted torn'ardly in trams l0 loy any suitable torm cl: suspension, not shown, are ttvo separate motors i l and 15 each ha vine: its separate crank shaft, the latter being; ntlllilletetl re and ill" respectively. lhese cranlt shalits will here terred to hereinafter as power" ai ts, inasmuch. as power to drive then'n other in a re hicle or other machine movable or station ary, may be derived trom sources other than the engines It and 'llhe rear ends cit the power shialts 16 and ll are jonrnaled in hearinqs l8 and 19 respectively which find their support on crossbar ll, and each shatt d ll l il it alined therewith, is mounted in bearings 25 and 26-. Beveledgears 29- and 30, respectively fixed on the right and left countersha'fts 27 and 28, are meshed with beveled gears 21 and '22 respectively. 'The countershafts 27 and 28 are connected to a compensating gearing generally indicated by numeral 3'1 and comprising in the present instance a pair of opposite side beveled gears I nary form of variable speed and reverse 32 and 33 respectively fixed on the adjacent ends of counter-shafts 27 and-28; a plurality of beveled pinions 34 and 35 each meshed with both gears 32 and 33; and a ring gear 36 carrying the pivot shafts (not shown) for the. beveled pinions, and drivenby the beveled pinions.

Alined bearings 37 and 38 are mounted on the cross-bars 12 and 13 and carry a flywheel shaft 39 which forms a discontinuous forward extension of a transmissionshaft 41 employed to convey power to the orditransmission gearing diagrammatically illustrated at 42. Between bearings 37 and 38 the shaft 39 carries fixed upon it a beveled gear 43 in mesh with ring gear 36, and back ofbearing 38 it is provided with a fiy wheel 44 the rotative inertia of which is conveyed through the compensating gearing to both engine or power shafts 16 and '17. In-

asmuch as the counter-shafts 27 and. 2 8 are; constantly meshed with the crank'shafts 16 and 17 they will, in certain of, the claims herein be termed power shafts, in common with shafts 16 and 17. The'fly-wheel 44 is hollowed in its rear face to provide socket for reception of the ordinary clutching "cone 45, though any other convenient form of clutch may be used to releasably join shafts". The transmission gearing 42 39 and 41. drives the rear driving wheels 46 and 47 in the well-known manner by means of a jackshaft 48, a rear compensating gearing generally indicated at 49, and alined driving shafts 52 and 52 revolved by the gearing 49 and connected respectively to the wheels 46 and 47.

Then the vehicle is standing still the inertia of the. partsof the power train from beveled gear-43 rearward-1y is considerable,

and this inertia would be greatly increased if the brakes 53 and 54 were set. Such a load on the power train would, in starting the engines, (considering that the motors 14 and 15 were gas engines) be apt to have the effect of holding ring gear 36 stationary pelling impulse to the driving wheels. To preventsuch a condition I provide each counter-shaft with means for locking it rigidly to the frame of the vehicle when power is applied to it in the direction reverse to normal. This means comprises a friction ring 55 bolted fixedly to cross-bars 11 and 12 and surrounding counter-shaft 27. Within the friction ring, shaft 27 carries fixed upon it a pair of spaced plates 56 and 57 connected to each other by rigid pivot pins 58, 59, 61 and 62 upon which are pivoted: respectively friction arms 63, 64, 65 and 66 that are proportioned to slide freely around the inner surface of the ring during rotation of the shaft'in the normal direction and to bind tightly between the ring and shaft upon reversal of the shaft so as to prevent reverse rotation of the shaft. A spring 67 held in the plates 56 and 57 provided for each friction arm and has its free end 68 constantly exerting pressure against the arm to hold the arm outwardly against the friction ring. This form of clutch is duplicated with respect-to countershaft'28 on the opposite side. of the'com- ,pensating gearing 31, so that the operation of either engine, while the other is idle, will result in conveying all the power devel oped by the active engine to the transmis- 'sion mechanism.

Referring to Fig. 3, it will be seen that in applying my invention to motor vehicles employingfluid pressure motors I position the cylinders 69 and their pistons 71 for vertical re'ciprocation'as opposed to oblique or horlzontal trave'l; 1n this way I avoid the pwearing of the cylinder or piston to oval cross-sectional contour and the resultant leakages,- siich as are developed in pistons and cylinders pitched obliquely or lying horizontally by reason of the action of gravity on the pistons.

. Fig. 6 illustrates the application of my invention to a plurality of pairs of engines for the purpose of developing in a single propeller shaft the maximum power produced by'all or any of the engines. In this figure the engines 72 and 73 are paired together and the engines 74 and 75 constitute a second pair, those of the first pair being connected to an intermediate compensating gearing 31 and those of the second pair to another intermediate compensating gearing 31*, these two intermediate compensating gearings being themselves connected to a primary compensating gearing 31 identical with that shown in Figs. 1, 2 and 3. The separate engines 72, 73, 74 and 75 have each their separate power orcrank shaft, these latter being respectively numbered 76, 77, 78 and 79 and provided, in the order named, with rear end beveled gears 81, 82, 83 and 84. The intermediate compensating gearings Zjligand 31 are identical and differ .93 by beveled gearsifi'xed ongthose shafts;:

' mitate from the compensating gearing 31 only in that they have each a. ring gear 36 carrying straight spur teeth instead of beveled gear teeth, this modification admitting of direct connection between the compensating gearings 31 and 31 and spur gears 85 and 86 respectively, carried on the alined pri-' mary counter-shafts 87 and 88 of the primary compensating gearing shown in Fig. 6, The power'shaft beveled gears-3 1, 82,33 and 184 are respectivelyconnectedztc intermediate counter-shafts 89,7 91, v92 1 and these intermedifltej counter-shafts bl fil alined in pairs and keyed to the side beveled gears of the intermediate compensating and 31 E'ach intermediate I i p in Fig jfi is provided I with one of ;tl1e-friction-' rings 515-and-thefasa.

s n s '3 counter-shaft sh-own sociatecl means heretofore described for looking s'uoh counteoshaft rigidly a fixed support (not-sh wn inFi-ggfi against reverse rotation; and ,such j frictron ring and are; desirable on each {orderto'relieve a shaft 87, for instancaof torque inthe event associated-means 7 primary counter-shaft, n

i that enginesj72 and73wentdead-while cm gines'l t and; 75 werewo'rking'. In Fig. 6

the ring gearx36 ottheflprimary compeneating gearing 31 isshown as connected eratively to wheel 95, ,fthe latter being clutched, as in Figs'l and; 2, to ashaft4l and transmise sion-mechanism 42 from which a propeller shaft 96is-driven to revolve a propeller .97.

. When the machinery, illustrated in Fig; 6

till

is utilized in a ship'or airplane the propeller shaft 96 "may be disposed along the long;-

of theship or plane and'the"; engines 7 and 73 caused to rotateftheirq; crank'shrts in a direction opposite man e of engines=74'and 75 in' order tobalance the tudinal center rotating parts on oppositeisideslotthe ,vertical centerof theship.

lln the operation of parts of my ticularly to cause countershafts and! 28 to 'rotate also in a commondirection, Regardless of whether the powershafts 16' and 17 develop the same or? different amounts-of poWerQthe sum oftheir' horse-powers is deliveredpfromring gear 36 to fly wheel 44 and its shaft 39 and from them to the rearwardly extending driving gearv for the wheels 46- and, 47. Should'engine 15 start when engine 14: did not, or in case engine 14, forexample, were broken, the initial ro- Q'tation of engine" 15 would cause pinions 3 1 and 35 to turn on theirpivot shafts and apply power to countershaft 27 in a direction reverse to normal. This would bind friction arms 63, 64, 65 and 66 against ring would instantly beconveyed bac gas engines, or any other "sources of power. term transmission mechanism is not restricted to the precise forms herein shown,

per-

5 of that shaft and lock the shaft rigidly to the frame of the machine. Such locking would hold side beveled gear 32 instationary position with the result that the pinions 34: and 35 would travel about gear 32 and transmitall the power of engine to ring gear 36. Should it be 'desired'to start engine 14 whenfall the power of. engine 15 was in the fly-wheel 44, the operator could reduce the amount of fuel passing to engine 15 and solower the amount of power produced by it. The -rotative inertia of ii #WhPfil 14 36 and pinions'34 andw with the result that the pinions would drive both side gears 32 and 33 and theircounter- shafts 27 and 28 ahead inthe normal" direction, thereby loosening the grip of arms 63 to-66 on friction ring of shaftfi? and spinning engine 14' inthe'lpro or direction to startit.

into gear this manner passing to ring gear 36' and v This action of startingthe dead engine from clutch cone 15 from the fly wheel a l.

, It"wi11 beseen' that,i.for a given speed of of "a vehicle, the pistons ofthe engines 14 the live'one is facilitated by withdrawingand 15'are required to travel atapproxt H mately one-half of the speed that is neoes-' sar'y in engines having all the pistons connected to a single crank or power shaft; An

obvious advantage is that the wearon the pistons and cylinders is reduced by one-half separate engines is at all times conveyed tothe transmission mechanism. 'Thustwo or more engines may be interconnected thro gh compensating gearings, as in Fig. 6.,:, 9*a common propeller shaft and; the

speedlor power 'in that shaft will-be'imultipliedg over" thatjdeveloped by a single eny'tlienumber ofseparateengines used, I atithe same time the distance traveled :by'each pistonof the separate engines is the same as that'traveled in a single engine. It "is. intendedg-fthatthe .term' power shaft as used in 'thisflspecification and the following claims shall include any shafts from which power can be taken, whether the power present in such shafts is produced by steam or electric motors, water-wheels,

but is intended to apply to any work forming apparatus actuable from the compensating gearing 31.

" Figs. 8 and 9 illustrate apparatus for 'joining separatepower shafts together for rotation one by the other. This apparatus, when installed in a motor vehicle having separate engines whose crank shafts are connected through a compensating gearing, en-

Also the while the maximum power developed by the 10c ables the operator to utilize one working 4 engine as a starter forthe other idle engine.

90. Y. the .drivingvwheels and transmission shaft Y compensating gearing. That end of the box- 1 ing farthest from gear 98 is provided with a frusto-conical socket'105 concentric with counter-shaft 28 and thus forms the receiving member of a friction clutch the other member of which comprises a clutch disk 106 shown in Figs. 7 and 8 in full lines engaged with the socketed end of'the boxa ing, and in Fig. 8 in dotted lines in its nor mal retracted position out' of such engagement. The disk 106 is splined on shaft 28 by means of a guide rib 107 and is connected to a bell-crank lever 108 pivoted at 109 to the cross-bar 12. The inner -end of lever 108 is bifurcated to form yoke arms 111 and 112 which terminate on opposite sides of the hub'113 of thedisk and carry each a pin 114 engaging a peripheral groove 115 formed in the hub of the disk. To hold the disk normally in the retracted, dotted line position of Fig. 8 a spring 116 is employed tensed between lever 108 and a suitable portion of the frame. The disk is engaged with its socket by pressure on athrust rod 117 which may be operated in any suitable manner, preferably bya pedal, not shown.,

Inthe operation of this last described apparatus, and considermg engine 15 of Fig. 7 as Working and engine 14,. as idle, the operator will wish to start engine 14 by the power of engine 15. To accomplish this he, preferably, first retracts the mam clutch member into the dotted line position shown in order to break connection between the transmission mechanism of the motor vehicle and the fly-wheel 44 so that the sudden starting-of engine 14 may not throw undue strain on the running gear. By a thrust on rod 117 the disk 106 is now forced into socket 105 of boxing 101 to frictionally unite the counter-shaft 28 with the boxing. The counter-shaft 28 and the short shafts 103 and 104 are now locked together for synchronous rotation, so that pinions 34 and 35 of the compensating gearing are carried about in unison with counter-shaft 28 and cannot rotate on their short shafts because they, are meshed with side gear 33, whichv latter is itself fast on counter-shaft 28. The rigid fixing of pinions 34 and 35 on their axes and theirrotation about the 5 common axis of counter-shafts 27 and 28 this rotation of counter-shaft 27 the crank shaft 16 of engine 14 is turned and that engine started. The use of a friction clutch between counter-shafts 27 and 28 relieves the apparatus involved from excessive strain in case one engine develops much more power than the other while the countershafts are clutched together. As soon as both engines are working the withdrawal of pressure from rod 117 retracts disk 106 from the socket 105 and releases the compensating gearing for the performance of its normal functions heretofore described. By throwing in clutch member 45 the vehiclemay now be driven by the combined power of both engines 14 and 15. It will be noted that the rotative inertia of flywheel 44 when the counter-shafts 27 and 28 are clutched together, is available for starting the idle engine 14, or 15 as the case may be.

I claim;

4 1. The combination of separate power shafts rotating in a common direction, nonreversing compensating gearing to which said shafts are connected, and transmission mechanism driven by said compensating gearing. a

2. The combination of a plurality of engines, an independent crank shaft driven by each engine, said shafts rotating in a common direction, non-reversing compensating gearing to-which said crank shafts are connected, andtransmi'ssion mechanism driven by said compensating gearing.

3. In a motor vehicle, the combination ,with separate power shafts, and a separate motor for each power shaft, of compensating gearing to whichsaid shafts are connected, a transmission shaft driven by said compensating gearing, a pair of driving wheels, a driving axle for each of said wheels, a second compensating gearing from which said driving axles receive power, said second compensating gearing being driven from said transmission shaft and positively acting automatic braking means whereby reversal of rotation of either of said power .shafts is prevented.

4. The combination with separate crank shafts r0tating.in a common direction, of

a separate engine for each shaft; said engines each comprising upright cylinders, and pistons vertically movable in said cylinders and connected to said shafts; non-reversing compensating gearing to which said crank shafts'are connected, and a transmission shaft driven by said compensating gearing.

5. The combination with separate power shafts, of compensating gearing to which said shafts are connected, power transmission mechanism driven by said compensating gearing, and means whereby the reversal of direction of rotation of either of said shafts is prevented.

6. The combination with separate power shafts, of compensating gearing to which said shafts are connected, power transmission mechanism driven by said compensating gearing, and means associated with each power shaft whereby the reversal of direction of rotation of either of said shafts is prevented.

7. The combination of separate power shafts, compensating gearing to which said shafts are connected, power transmission mechanism driven by said compensating gearing, a rigid supporting element, and means associated with each of said power shafts whereby application of power to either power shaft in a direction reverse to that of its normal rotation connects such power shaft rigid-1y to said supporting element.

8. The combination of separate power shafts, compensating gearing to which said shafts are connected, a rigid supporting element, and means associated with each power shaft whereby reverse rotation of either power shaft locks such shaft in rigid relation to said supporting element.

9. The combination with axially alined shafts, and a separate motor for each shaft, each motor being so connected to its shaft as to cause said alined shafts to rotate in a com;

mon direction, of compensating gearing to which said shafts are connected, a rigid supporting element, and means associated with each of said shafts whereby application of power in the .direction reverse to said common direction fixes such shaft to said supporting element and prevents rotation of said shaft in said reverse direction.

10. The combination with separate motors, and axiallyalin'ed shafts driven in a common direction each by one of said motors, of

a compensating gearing through which said shafts are connected, a stationary clutch member for each of said shafts, and a companion clutch member fixed upon each of said shafts in operative relation to one of said fixed clutch members, adapted to rotate freely in said common direction, and adapted to lock its respective shaftagainst reverse rotation by engagement with said fixed clutch member.

11. In a motor vehicle, the combination with a frame, and driving wheels mounted in the frame, of separate motors carried in the frame, alined shafts driven in a common direction each by one of said motors. a compensating gearing through which the alined shafts are connected, means associated with each of said alined shafts for locking such shaft to the frame to prevent reverse rotation of the shaft, a transmission mechanism driven from said compensating gearing, a driving shaft for each of said riving wheels, a second compensating gearing from;

which said driving shafts are driven, said compensating gearing last mentioned being driven by the transmission mechanism, and a friction clutch interposed in said transmission mechanism.

12. The combination with separate power shafts, of alined counter-shafts driven in a common direction each by one' of said power shafts, a stationary clutch member for each of said counter-shafts, means operatively associated with each stationary clutch member and carried on its respective countershaft' for preventing reverse rotation of such counter-shaft, a pair of opposite side gears each mounted on one of said counter-shafts, a plurality of pinions each in mesh with both of said side gears, a ring gear, having inwardly positioned radial shafts upon which said pinions are journaled, and power transeach mounted on one of said counter-shafts,

a plurality of-pinions each in mesh with both of said-side gears, a ring gear having inwardly positioned radial shafts uponwhich said pinions are journaled, a power transmission mechanism driven from said ring gear, and a fly-wheel carried by said transmission mechanism.

14, The combination with separate power shafts rotating in a common direction, of non -reversing compensating gearing to which said shafts are connected, a trans mission shaft driven by said compensating gearing, and a fly-wheel mounted on said transmission shaft.

15. The combination with separate power shafts rotating in a common direction, of non reversing compensating gearing to which said shafts areconnected, and a flywheel operatively connected to said compensating gearing.

16. The combination with alined countershafts, of compensating gearing to which said shafts are connected, astationary friction ring surrounding each shaft, and a plurality of friction arms pivotally connected to each counter-shaft and arranged to rotate freely within said friction rings in one direction and to bind within said rings and lock said shaft against rotation when the direction of application of power to the re spective shafts is reversed.

17. The combination, of four separate power shafts rotating in a' common direc tion, two sets of non-reversing compensating gearing to each of which two of said shafts are connected, a pair of alined main countershafts rotating in a common direction and each driven from one of said sets of nonreversing compensating gearing, a third compensating gearing to which said main counter-shafts are connected, and power transmission mechanism driven from said third compensating gearing.

18. The combination of a plurality of separate power shafts arranged in pairs and rotating in a common direction, a set of nonreversing compensating gearing for each pair of power shafts and to which both shafts of such pair are connected, said sets of compensating gearing being connected in pairs through other non-reversing compensating gearing, and power transmission mechanism driven by said other compensating gearing.

19. In a motor vehicle, the combination with separate power shafts, and a separate motor foreach power shaft, of a single set of compensating gearing to which said shafts are connected, said compensating gearing including a single ring gear, driving wheels having tractive contact. with the ground, and mechanism receiving power from said ring gear and connected to said driving wheels to turn them, said compensating gearing and ring gear being interposed between said mechanism and' the power shafts.

20. The combination of separate power shafts, compensating gearing to which said shafts are connected, and apparatus for clutching said shafts rigidly together.

21. The combination of separate power shafts, compensating gearing to which said shafts are connected, and apparatus for holding said shafts and all parts of said gearing in fixed relation to each other.

22. The combination of separate power shafts, compensating gearing to which said shafts are connected, and apparatus whereby, durin rotation of one of said shafts, the other shaft and all parts of said gearing are rotated with and held in fixed relation to said one shaft.

23. The combination with separate power shafts, of a separate engine for each shaft, compensating gearing towhich said shafts are connected, and apparatus whereby one of said engines may be caused to start the other comprising an element for clutching together one of said shafts and a relatively movable member of said compensating gearin t 24. The combination with separate, axially alined power shafts, of a pair of opposite side gears each fixed on one of said shafts, a plurality of pinions each in mesh with both of said side gears, a boxing rotatable concentrically with respect to said gears and on which said pinions are pivoted on radial axes, a friction clutch member fixedly carried on said boxing, and a companion friction clutch member splined on one of said power shafts.

25. The combination with separate, axially alined power shafts, of a pair of opposite side gears each fixed on one of said shafts, a plurality of pinions each in mesh .with both of said side gears, a boxing journaled on one of said shafts, short shafts fixed radially on the boxing and on which said pinions are journaled, an element for clutching the boxing to one of said power shafts, and a fly-wheel geared to said boxing.

26. In a motor vehicle, the combination with driving wheels, separate power shafts, and a separate engine for each power shaft,

of compensating gearing to which the power shafts are connected, a fly-wheel driven from said compensating gearing, transmission mechanism for operating the driving wheels, a releasable device for clutching said mechanism to the fly-wheel, and a releasable element for clutching together one of said power shafts and a relatively movable member of said compensating gearing.

27. The combination with separate power shafts, of compensating gearing to which said shafts are connected, power transmission mechanism driven by said compensating gearing, and positively acting automatic braking means whereby the reversal of direction of rotation of either of said shafts is prevented.

28. The combination with separate power shafts, of compensating gearing to which said shafts are connected, power transmission mechanism driven by said compensating gearing, and a positively acting automatic braking device associated with each power shaft whereby the reversal of direction of rotation of either of said shafts is prevented.

ARTHUR F. HUSSANDER.

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