Year: 1899

page_text: I, GOTTLIEB DAIMLER, of Cannstatt, in the Kingdom of Württemberg, German
Empire, Engineer, do hereby declare the nature of this invention to be as follows:-
The present invention relates to gearings and more especially to engaging an 1
disengaging devices in an arrangement of gearing in which the driving shaft is
connected to the motor shaft by means of a friction coupling actuated by spring
pressure and in which an alteration in the gearing of the toothed wheels can be
effected only after the friction coupling and the toothed wheels have been put
completely out of gear.
The chief feature of my invention in view of the devices hitherto used consists
in an arrangement whereby the actuation of the friction coupling is effected by
moving a hand lever which serves at the same time to alter the position of the
toothed wheels. A further important advantage is obtained in that my mechanism
can be used for gearing which consists of two or more pairs of toothed wheels and
whereby the relative positions of these wheels can only be altered after the hand
lever has been placed in its middle position thereby disengaging all the toothed
wheels. Further by means of my arrangement it is possible to reverse the direc-
tion by rotation of the driving shaft. I attain this object by the employment of
an intermediate wheel. Also this intermediate wheel can only be actuated after
the gearing is completely out of gear by bringing the hand-lever to its middle
position.
My invention will be more fully understood by reference to the accompanying
drawings, in which the gearing consists of two and four pairs of wheels, and
in which:
Figure 1 shows a section through the gearing which con ts of two pairs of
wheels, the hand lever being in the middle-position,
Figure 2 illustrates a section through the gearing, where the friction coupling-
device has been put into gear and two spur wheels engage with each other.
Figure 3 represents a section through gearing consisting of 4 pairs of toothed
wheels,
Figure 4 is a plan of the quadrant.
Figure 5 a transverse section through the same illustrating clearly the hand-
lever H and its details.
Figure 6 is a detail of the lower part of the hand-lever in plan.
Figure 7 represents a view similar to Figures 3 and 4 the coupling device and
one pair of spur wheels being shewn in gear.
Figure 8 is a transverse section through Figure 7.
Figure 9 is a detail view of the lower extremity of the hand lever H in plan.
Figure 10 is a detail view of the hand-lever H and its connections.
Figure 11 is a plan of Figure 10 partly in section.
Figure 12 is an elevation partly in section of mechanism for reversing the
direction of rotation of the driving shaft,

page_text: Figure 13 is a transverse section through Figure 12 shewing the hand-lever
and its connections..
Figure 14 is a plan of Figure 12.
Figure 15 illustrates another position of the mechanism represented in
Figures 13-16.
Figure 16 is a transverse section of Figure 15.
Figure 17 is a plan of the same.
Figures 18 and 19 are detail views of the quadrant M.
A is the friction coupling box driven directly by the motor shaft. This fric-
tion coupling box encloses a friction cone D fixed to a shaft B which at one end
runs in a bearing in the motor shaft, and on the other end, within a bush C.
This shaft B can be moved horizontally. Loosely mounted on the shaft B are the
toothed wheels E E². Another pair of toothed wheels F1 F2 is rigidly con-
nected to the counter shaft G. From the latter motion is communicated further
in any suitable and known manner. A hand lever H is provided for the purpose
of altering the relative position of the toothed wheels E¹ E². This hand lever is
connected to a rod J guided through a casing. By means of this hand lever H
and the rod J the toothed wheels E1 E2 can be altered in position so as to engage
either with wheels F¹ or F2. A spring L is suitably attached above the slid-
ing rod for the purpose of pressing the friction cone D into its casing A. The
hand lever His shewn in its middle position and the toothed wheels El E2 engage
neither with F¹ nor with F2.
The
The shaft B and consequently the friction cone D is in connection with a lever
mechanism consisting of the lever K and rod i. By means of this lover mechanism
the friction cone can be pressed into this casing or can be withdrawn.
spring L arranged above the rod J¹ acts in such a manner as to draw the lever K
in the direction of the friction cone, so that this latter will be pressed into its
friction box A. The hand-lever H is provided with a nose having a semi-
circular surface. When now the hand-lever H is in its middle position, the nose h¹
will abut against the end of the rod and the friction coupling and the wheels will
be put out of gear, as shewn in Figure 1. If now the hand-lever H is drawn for
instance to the left, as shewn in Figure 2, the toothed wheel El comes into
engagement with the toothed wheel F rigidly connected to the counter shaft G.
The nose by the same movement of the hand lever H liberates the rod i.
Thereupon the spring L comes into action and draws the lever K to the left.
whereby the friction cone D is pressed into its casing A. The hand lever H
moves in a special guide or quadrant M arranged for the purpose to determine the
motions of the lever as well as to fix a middle position. When the hand
lever is brought into its middle position, the friction coupling will
be disengaged as already explained. This device can also be employed in gearing
consisting of 4 or more pairs of toothed wheels. Gearing consisting of 4 pairs.
of toothed wheels is represented in Figures 3-9.
In this construction besides the paris before described one additional pair of
toothed wheels F3 F4 rigidly connected to the counter shaft G and a corresponding
pair E3 E loosely mounted on the driving shaft B are provided. For changing
the position of the two pairs of toothed wheels E E and E3 E+ I employ two
rods J and J2: the construction is similar to that described in Figures 1 & 2.
These two rods J J at one end are each provided with teeth engaging with a
segment 2 of the hand-lever H. The hand lever can be moved axially on its
pivot pin so that its segment 2 can alternately he brought into connection with
the rod J or J2. By means of this arrangement it is possible to move either the
one or the other pair of the toothed wheels forward or backward.
In the example already described the hand-lever H slides within a quadrant M
provided with recesses 1, 2, 3 & 4. The middle of this quadrant is cut
so that
the hand lever can be conducted from one recess into another only after the hand
lever has been brought into its middle position. Also in this construction the
hand-lever H is provided with a nose h¹ with semi-circular surface which in the

page_text: middle position of the hand lever keeps the friction coupling device out of gear
as represented in Figures 1 & 3. By this construction of quadrant the alteration
in the gearing up of the different toothed wheels cannot take place before tho
friction coupling as well as the gearing have been put out of gear. Figures 3-6
illustrate an arrangement of gearing with 4 pairs of toothed wheels the friction
coupling as well as the toothed wheels being out of action, whilst Figures 7-9
show the same mechanism in gear.
Figures 10 & 11 show a modified form of construction for disengaging the
friction coupling device in which the nose ' effecting the disengagement of the
friction coupling is not attached directly to the hand-lever H as before explained,
but to a special shaft moved by means of a toothed segment. This segment
is large enough to remain in constant engagement with the segment z fixed to the
hand-lever H. The purpose of this construction is the same as the purpose of
the original construction, that is to say, the nose will act upon the rod i and
put the friction coupling out of gear. The latter arrangement has the advantage,
that it can be used with very small toothed wheels as the hand-lever has only
a short movement which is conveniently transmitted owing to the special arrange-
ment of the segments. The rods JJ serving to atter the position of the
toothed wheels are kept in middle position by means of springs, so that the one
pair of toothed wheels is secured against any displacement whilst the other is
put into or out of gear. The mechanism for reversing the direction of rotation is
represented in Figs. 12-18. Upon the pivot pin of the hand-lever H a second
segment is attached. This segment engages with the rack of a rod J³. This
rod J is provided with a pin sliding within an inclined slot s of the sliding
piece O. This sliding piece is vertically movable and is connected to a crank
lever m carrying on its free extremity a toothed wheel E.
Figures 12 & 14 show the position of the mechanism when the hand-lever H is in
middle position. The hand-tever is moved axially on its pivot pin so far that is
out of engagement with J and J, and engages with Jas shown in Figure 17,
when the hand-lever is moved to the right hand side, the rod J is moved to the
left owing to the toothed segment. Owing to the inclined slot s the pin p lifts
the slide piece O, whereby the crank lever mis actuated and the toothed wheel-E
is brought into gear with the toothed wheels EF. In the meantime the nose
has liberated the rod i, so that the friction coupling is put into gear and the
direction of rotation of the counter shaft G is reversed by the indirect transmission.
In this case also the arrangement has been made so that the lever must be brought
back into its middle position, that is to say, that the gearing as well as the fric-
tion coupling must be disengaged before the intermediate wheel can be brought
into gear. To attain this object, the guide M is provided with a 5th recess V.
When the hand-lever is brought back into the middle of the quadrant, the sliding
piece descends and the wheel E is disengaged by means of the crank-lever m;
during the whole process the gearing remains out of gear. In order to prevent, a
mishap in effecting a backward motion instead of a forward motion, it is necessary
to determine the lateral displacement of the hand-lever; this is effected by a bolt
closing the recess of the hand-lever guide M.
Figures 18 & 19 show a detail view of such a guide. The bolt is kept down-
wards by means of a spring f and can be lifted by a handle y so that a connection
will be effected between the recesses III, IV & V. When it is desired to move the
hand-lever aside into the recess V, the bolt is laid back, and the hand-lever
introduced into the recess, whereupon the bolt returns into the closed position by
means of the springs f. When withdrawing the hand-lever the bolt is opened
automatically, the hand-lever can be moved sidewards and the bolt returns back
into its original position.

page_text: Engaging and Disengaging Devices for Gearing.
I, GOTTLIEB DAIMLER, of Cannstatt, in the Kingdom of Wurttemberg, German
Empire, Engineer, do hereby declare the nature of this invention, and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:—
The present invention relates to a gearing, and more especially to engaging and
disengaging devices in an arrangement of gearing in which the driving shaft is
connected to the motor shaft by means of a friction coupling actuated by spring
pressure and in which an alteration in the gearing of the toothed wheels can be
effected only after the friction coupling and the toothed wheels have been put
completely out of gear.
The chief feature of my invention in view of the devices hitherto used consists
in an arrangement whereby the actuation of the friction coupling is effected by
moving a hand lever which serves at the same time to alter the position of the
toothed wheels. A further important advantage is obtained in that my mechanism
can be used for gearing which consists of two or more pairs of toothed wheels, and
whereby the relative positions of these wheels can only be altered after the hand
lever has been placed in its middle position thereby disengaging all the toothed
wheels. Further by means of my arrangement it is possible to reverse the direc-
tion by rotation of the driving shaft. I attain this object by the employment of
an intermediate wheel. Also this intermediate wheel can only be actuated after
the gearing is completely out of gear by bringing the hand-lever to its middle
position.
My invention will be more fully described with reference to the drawings filed
with the Provisional Specification, in which the gearing consists of two and four
pairs of wheels, and in which :
Figure 1 shows a section through the gearing which consists of two pairs of
wheels, the hand lever being in the middle-position.
Figure 2 illustrates a section through the gearing, where the friction coupling-
devied has been put into gear and two spur-wheels engage with each other.
Figure 3 represents a section through gearing consisting of four pairs of toothed
wheels.
Figure 4 is a plan of the quadrant..
Figure 5 a transverse section through the same, illustrating clearly the hand-
lever H and its details.
Figure 6 is a detail of the lower part of the hand-lever in plan.
Figure 7 represents a view similar to Figures 3 & 4 the coupling device and
one pair of spur-wheels being shown in gear.
Figure 8 is a transverse section through Figure 7.
Figure 9 is a detail view of the lower extremity of the hand-lever H in plan.
Figure 10 is a detail view of the hand-lever H and its connections.
Figure 11 is a plan of Figure 10 partly in section,
Figure 12 is an elevation partly in section of mechanism for reversing the
direction of rotation of the driving shaft.
Figure 13 is a transverse section through Figure 12 showing the hand-lever
and its connections.
-
Figure 14 is a plan of Figure 12.
Figure 15 illustrates another position of the mechanism represented in
Figures 13-16.
Figure 16 is a transverse section of Figure 15.
Figure 17 is a plan of the same.
Figure 18 & 19 are detail views of the quadrant M.
A is the friction coupling box driven directly by the motor shaft. This fric-

page_text: tion coupling box encloses a friction cone 1) fixed to a shaft B which at one end
runs in a bearing in the motor-shaft, and on the other end within a bush C.
This shaft B can be moved horizontally. Loosely mounted on the shaft B are the
toothed wheels E¹ E. Another pair of toothed wheels FF is rigidly con-
nected to the counter shaft G. From the latter motion is communicated further
in any suitable and known manner. A hand lever H is provided for the purpose
of altering the relative position of the toothed wheels EE. This hand lever is
connected to a rod J guided through a casing. By means of this hand-lever H
and the rod the toothed wheels EE can be altered in position so as to engage
either with the wheel For F. A spring L is suitably attached above the slid-
ing rod J for the purpose of pressing the friction cone D into its. casing A. The
hand-lever H is shown in its middle position and the toothed wheels E¹ E engage
neither with nor with F.
The
The shaft B and consequently the friction cone 1) is in connection with a lever
mechanism consisting of the lever K and rod i. By means of this lever mechanism
the friction cone can be pressed into this casing or can be withdrawn.
spring L arranged above the rod Jacts in such a manner as to draw the lever K
in the direction of the friction cone, so that this latter will be pressed into its
friction box A. The hand-lever H is provided with a nose having a semi-
circular surface. When now the hand-lever H is in its middle position the nose h¹
will abut against the end of the rod i and the friction coupling and the wheels will
be put out of gear, as shewn in Figure 1. If now the hand-lever H is drawn for
instance to the left, as shown in Figure 2, the toothed wheel E comes into
engagement with the toothed wheel Frigidly connected to the counter-shaft G.
The nose by the same movement of the hand lever H liberates the rod i.
Thereupon the spring L comes into action and draws the lever K to the left,
whereby the friction cone D is pressed into its casing A. The hand lever H
moves in a special guide or quadrant M arranged for the purpose to determine the
motions of the lever, as well as to fix a middle position. When the hand
lever is brought into its middle position, the friction coupling will
be disengaged as already explained. This device can also be employed in gearing
consisting of four or more pair of toothed wheels. Gearing consisting of four pairs
of toothed wheels is represented in Figures 3-9. In this construction
besides the parts before described one additional pair of toothed
wheels Frigidly connected to the counter shaft G and a corresponding
pair E3 E loosely mounted on the driving shaft B are provided. For changing
the position of the two pairs of toothed wheels E E and EE I employ two
rods J and J; the construction is similar to that described in Figures 1 & 2.
These two rods J J at one end are each provided with teeth engaging with a
segment of the hand-lever H. The hand lever can be moved axially on its
pivot pin, so that its segment 2 can alternately be brought into connection with
the rod or J. By means of this arrangement it is possible to move either the
one or the other pair of the toothed wheels forward or backward.
In the example already described the hand-lever H slides within a quadrant M
provided with recesses 1, 2, 3 & 4. The middle of this quadrant is cut, so that
the hand lever can be conducted from one recess into another only after the hand
lever has been brought into its middle position. Also in this construction the
hand-lever H is provided with a nose with semi-circular surface which in the
middle position of the hand lever keeps the friction coupling device out of gear,
as represented in Figures 1 & 3. By this construction of quadrant the alteration
in the gearing up of the different toothed wheels cannot take place before the
friction coupling as well as the gearing have been put out of gear. Figures 3-6
illustrate an arrangement of gearing with four pairs of toothed wheels the friction
coupling as well as the toothed wheels being out of action, whilst Figures 7-9
show the same mechanism in gear.
Figures 10 & 11 show a modified form of construction for disengaging the
friction coupling device in which the nose h¹ effecting the disengagement of the

page_text: friction coupling is not attached directly to the hand-lever H as before explained,
but to a special shaft moved by means of a toothed segment ¹. This segment =
is large enough to remain in constant engagement with the segment fixed to the
hand lever H. The purpose of this construction is the same as the purpose of
the original construction, that is to say, the nose ¹ will act upon the rod i and
put the friction coupling out of gear. The latter arrangement has the advantage,
that it can be used with very small toothed wheels as the hand-lever has only
a short movement which is conveniently transmitted owing to the special arrange-
ment of the segments . The rods JJ serving to alter the position of the
toothed wheels are kept in middle position by means of springs n, so that the one
pair of toothed wheels is secured against any displacement whilst the other is
put into or out of gear. The mechanism for reversing the direction of rotation is
represented in Figures 12-18. Upon the first pin of the hand-lever H a second
segment is attached. This segment engages with the rack of a rod J. This
rod J is provided with a pin sliding within an inclined slot S of the sliding
piece O. This sliding-piece is vertically movable and is connected to a crank
lever carrying on its free extremity a toothed wheel E. Figures 12 and 14
show the position of the mechanism when the hand lever H is in the middle posi-
tion. If now the said lever is moved axially on its pivot pin, so far that the
segment is out of engagement with the rods J and J2, and the segment /
engages with the rod J (as shown in Figure 17) when the hand lever is moved to
the right hand side, the rod will be moved to the left by means of its engage-
ment with the toothed segment 3. Owing to the inclined slot s the pin p lifts the
slide-piece 0, whereby the crank lever mis actuated and the toothed wheel Eis
brought into gear with the toothed wheels EF. In the mean-time the nose h¹
has liberated the rod i, so that the friction coupling is put into gear and the
direction of rotation of the counter shaft G is reversed by the indirect trans-
mission. It will be observed that the gear wheels during the above operation are
left in their disengaged position, and that the wheel E is of sufficient width to
engage a pair of the speed gear wheels E F when in this disengaged position.
In this device also the mechanism has been so arranged that the lever must be
brought back into its middle position, that is to say, that the gearing as well as
the friction coupling must be disengaged before the intermediate wheel can be
brought into gear. To attain this object, the guide M is provided with a fifth
recess V. When the hand-lever is brought back into the middle of the quadrant,
the sliding-piece O descends and the wheel E is disengaged by means of the
crank lever m; during the whole process the gearing remains out of gear. In
order to prevent a mishap in effecting a backward motion instead of a forward
motion, it is necessary to determine the lateral displacement of the hand-lever;
this is effected by a bolt closing the recess V of the hand-lever guide M.
Figures 18 and 19 show a detail view of such a guide. The bolt is kept down-
wards by means of a spring f and can be lifted by a handle y so that a connection
will be effected between the recesses III, IV and V. When it is desired to move
the hand-lever aside into the recess V, the bolt r is laid back, and the hand lever
introduced into the recess, whereupon the bolt returns into the closed position by
means of the springs f. When withdrawing the hand-lever the bolt is opened
automatically, the hand-lever can be moved sidewards and the bolt returns back
into its original position.
It will be understood that in all of the devices described above, it is preferred
to make the nose or cam on the lever H of such dimensions that the friction
wheels
clutch is not allowed to come into operation until one pair of the speed gear
has been brought into mesh; this arrangement will permit the gear wheels to be
brought properly into mesh with one another before driving commences.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
1. In an engaging and disengaging device for gearing the combination of a

page_text: friction clutch, change speed mechanism driven through the medium of the fric-
tion clutch, a lever such as H operatively connected with the change speed
mechanism and with a nose or cam whereby the friction clutch is thrown out of
gear when either of the speeds is disengaged substantially as described.
2. In an engaging and disengaging device for gearing comprising a friction
clutch and change speed mechanism the employment of a spring controlled lever
such as K whereby the friction clutch is always brought into operation except
when the said lever is forced back against the action of its spring by means of a
nose or cam connected with the operating lever of the change speed mechanism
substantially as described.
3. In an engaging or disengaging device for gearing of the kind described the
combination with an operating lever such as H of two or more change speed
mechanisms the lever being free to slide axially so as to engage any one of the
speeds as required substantially as described.
4. In an engaging or disengaging device for gearing of the kind described the
combination with an operating lever such as H of a quadrant having two or more
longitudinal slots communicating with one another at a point midway of their
length with or without a bolt or lock device across the point of communication
substantially as and for the purpose described.
5. In an engaging or disengaging device for gearing of the kind described the
combination with an operating lever such as H of a toothed segment for engaging
any one of the clutches of the speed gear as required with or without a similar
toothed segment for operating the nose or cam and with or without a separate
segment for operating reversing gear substantially as described.
6. In an engaging or disengaging device for gearing of the kind described in
which the operating lever is free to move axially the combination with the change
speed gear of a reversing mechanism comprising a toothed wheel adapted to be
brought into engagement with one pair of speed gear wheels when the said wheels
are in their disengaged position substantially as described.
7. In an engaging and disengaging device for gearing, the combination of a
shaft B suitably fixed to a friction coupling, consisting of a friction cone D and
a casing A, toothed wheels E1 E2 sliding on said shaft B. a hand-lever H moving
within a guide M, a rod J connected to the toothed wheels and to the lower
extremity of the hand lever H, levers K connected to the shaft B, a nose h¹
fixed to the hand-lever H and pushing against the lever i, a spring L offecting a
tension upon the lever K, a fore shaft G running in suitable bearings, toothed
wheels Frigidly connected to said fore shaft, substantially as and for the
purpose described.
8. In an engaging and disengaging device for gearing, the combination with
toothed wheels EE2, a rod J¹ provided with teeth, toothed wheels E3 E, a rod J²
in construction similar to J, a hand lever H carrying on its bottom end a toothed
segment 2 a guide M provided with 4 recesses, a fore shaft G. toothed
wheels FF rigidly connected to said fore shaft, substantially as and for the
purpose described.
9. In an engaging and disengaging device for gearing, the combination with a
hand lever H moving in a guide M having five recesses, a toothed segment 13, a
rack J3 engaging with said segment, a slide piece O provided with an inclined
slot S. a pin P sliding within said slot, a crank lever m attached to the slide piece O,
a toothed wheel E connected to the slide piece O, substantially as and for the
purpose described.
e
3
P
1000