Improvements in Variable and Reversible Driving-gear.
Year: 1899

page_text: Date of Application, 8th June, 1899-Accepted, 19th Aug., 1899
[Communicated from abroad by THE C-C. RIOTTE COMPANY, of No. 1155, Park
Avenue, New York, United States of America, a Corporation organised
under the laws of the State of New York, U.S.A., Engine Manufacturers.]
Improvements in Variable and Reversible Driving-gear.
I, DAVID YOUNG, Chartered Patent Agent, of the Firm of D. Young & Co.,
of 11 & 12, Southampton Buildings, in the County of London, do hereby,
declare the nature of this invention and in what manner the same is to be per-.
formed, to be particularly described and ascertained in and by the following
statement:
My invention relates to variable and reversible driving-gear for engines and
is more especially adapted for use in operating a propeller where the motive
power is supplied by an engine which it is desirable should always run in one
direction, and my object is to provide means to variably drive any desired part
and to accurately control the same.
It is more especially adapted for use in connection with gas-engines, but it
will be obvious that it is not limited to any particular kind of engine, or for
any particular kind of work to be accomplished.
In the preferred embodiment of my construction,
Fig. 1 shows in a plan view my device as applied to the rear part of an
engine.
Fig. 2 shows a vertical sectional view on the line X-X of Fig. 1.
Figs. 3 and 4 show details of the beveled gears shown in Fig. 2.
Fig. 5 shows a transverse vertical sectional view on the line Z-Z of Fig. 2,
looking in the direction of the arrows.
Fig. 6 shows a modified construction of a part of the device shown in Fig. 5.
Fig. 7 shows a transverse sectional view on the line Y-Y of Fig. 1, looking
in the direction of the arrows.
Fig. 8 is a detail of one of the frictional clutch-mechanisms.
the
In the construction shown A is a broken-away view of part of the engine-
casing, or any other suitable support. A is a drip-pan, preferably attached
thereto and supporting in suitable journals the driving shaft B. This shaft is
divided into two parts B and B', as shown at b, and is driven by an engine
(as at T) in any manner desired. The beveled gear-wheel 1) is keyed, as shown
at d', or otherwise fastened, to the part B. To the part B is fastened, by a
key or otherwise, a beveled gear-wheel C, which has an extension con.
shaft. E is a revoluble part, preferably in the form of a frame or casing to
protect the mechanism, having a head e and a hub e fitting loosely on the
shaft B so the shaft may rotate independently of this casing. F is a transverse
head preferably of circular form and fitting the interior of the casing, to which
it is attached by the pins f. This head F has a plurality of perforations f, as
shown in Figs. 5 and 6, and in such perforations are inserted the beveled gears G
pivotally held in place by the pins and which mesh with the gear-wheels C

page_text: and D. It will be observed that the extension c on the gear-wheel C and the
corresponding extension on gear-wheel D enter a circular recess in the head I,
and those parts of the head F and of said two gear-wheels which lie in vertical
contact with the head F, as shown in Fig. 2, bear against each other, and as
these gears are fixed to the shafts, the head at these points takes up the end-
thrust of these shafts. Furthermore, in this construction, the shafts are kept
in alignment and partially supported at their ends by the extension c on gear-
wheel C and the corresponding extension on gear-wheel 1) entering and fitting
the circular hole in the transverse head F. K is a brake for holding from rota-
tion, or releasing the frame or casing E. H is a rock-shaft actuated by a lever L
and passing through journals H on the drip-pan and carrying arms h, h
rigidly fastened to it. The brake K in this embodiment of my invention, is
preferably in the form of a rigid ring, as shown, and has lateral extensions K
which slide upon guide-ways a on the drip-pan. Links are pivotally con-
nected to these lateral extensions and also to the arms h, so as to throw the
brake into and out of engagement with the casing E when the lever L is
operated.
The gear-wheel 1) has lugs d projecting from one face of it, as shown.
00 constitute a second frictional brake, preferably in the form of a split spring
ring, each section of which has an ear P and a lug 7. The ears P have
recesses in them which enable them to be fitted over and slightly rock upon the
projections d, and they are movably held in place by pins r. The ring when in
place is preferably of a size which justs fits within the casing E. R, R are
levers pivoted upon the pins r and having projections S, S adapted to engage
the lugs when said arms are thrown outward. N is a cam for operating
the arms R loosely mounted on the shaft B so that it may be slid longitudinally
thereon and preferably having a groove n, in which is a collar N. Mare levers
fixed on the rocking-bed H and engaging trunnions on the collar N¹, as shown,
to operate the cam.
When the parts are in the position shown in Figs. 1 and 2, the clutch K
engages the casing E and prevents the same from rotating. The beveled
wheel D rotates with the shaft B and communicates a rotary motion through the
beveled gears G, G to the gear-wheel C. The wheel C is fixed to the shaft BI
and said wheel and shaft will therefore be rotated at this time in the opposite
direction from that of the wheel D and shaft B. If now it is desired to reverse
the shaft B, it is only necessary to throw over the lever L, which will rock the
shaft H and arms M and h, throwing the clutch K out of engagement with
the casing E and throwing the cam N into engagement with the arms R. As
the arms R are engaged and moved by the cam, the projections S will be moved
in the opposite direction and will engage the lugs p, p, and the diameter of
the clutch will be increased, as the parts 0, 0) are outwardly bent, and will
engage the inner surface of the casing E, which will then be carried along by
the wheel D. As the beveled gears are fixed relatively to the casing E, no
rotary motion around their pivots can be given them as long as the clutch O
tightly engages the casing E, and, as they at all times mesh with the gear-
wheel C, said gear-wheel will be carried along the same direction of rotation as
that of the wheel 1), thus reversing its former rotation.
It will be observed that by my construction the shaft 13 may be quickly
rotated in either direction by a mere movement of the lever L and that this will
be accomplished without any sudden shock or jar, as the clutches will come into
action comparatively gradually and therefore the cogs of the gear-wheels are
not liable to become stripped or the parts in any way injured. The speed of the
shaft B. in either direction may be regulated by the intermediate positions of
the two clutches, and when both clutches are out of engagement with the cas-
ing E, said casing or gears, or both, will idly rotate and communicate no move-
ment to the shaft B. All movements of said shaft, either in speed or direction,
may, therefore, be accurately controlled by the manipulation of the lever L.

page_text: Other advantages of my construction will appear, and it will be obvious that
many changes may be made in the same without departing from the spirit of
my invention.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, as communicated to me
by my foreign correspondent, I declare that what I claim is:-
1. In combination, a driving-shaft, an independent driven shaft, gears on each
shaft, each of said gears having a bearing face, an intermediate gearing, a stop
against which said bearing faces rest and which is adapted to take up the end-
thrust of said shafts, and means to hold said intermediate gearing stationary
with respect to the rotation of both of said shafts, or to lock it so as to be bodily
rotatable with one of said shafts, substantially as, and for the purposes, herein-
before described.
2. In combination, a driving-shaft, an independent driven shaft, gears on each
shaft, each of said gears having a bearing face, a frame rotatable around said
shafts and carrying intermediate gearing, a head against which said bearing
faces rest and which is adapted to take up the end-thrust of said shafts, and means
to hold said intermediate gearing stationary with respect to the rotation of both
of said shafts, or to lock it so as to be bodily rotatable with one of said shafts,
substantially as, and for the purposes, herein before described.
3. In combination, a driving-shaft, an independent driven shaft, gears on
each of said shafts, an intermediate and transverse head forming a support for
the ends of said shafts to keep said gears on said shaft suitably apart, inter-
mediate gearing, carried by said head and adapted to connect saidÏ
gears on said
shafts, a brake to hold said head fixed with relation to the rotation of one of
said shafts and a clutch to carry said head along with the same shaft, substan-
tially as, and for the purposes, herein before described.
4. In combination, a driving-shaft, an independent driven shaft, gears on each
shaft, each of said gears having a bearing face and a projection, a frame rotatable
around said shafts and carrying intermediate gearing and having a head against
which said bearing faces rest and which is adapted to take up the end-thrust
of said shafts, and means to hold said intermediate gearing stationary with re-
spect to the rotation of both of said shafts or to lock it so as to be bodily rotatable
with one of said shafts, substantially as, and for the purposes, herein before
described.
5. In combination, a driving-shaft, an independent driven shaft, gears on
each of said shafts, a cylindrical frame, an intermediate and transverse head
carried by and adapted to be slipped into said frame and fastened therein and
forming a support for the ends of said shafts to keep the same in alignment and
forming also a spacing means to keep said gears on said shafts suitably apart,
intermediate gearing carried in slots in said head and adapted to connect said
gears on said shafts, a brake to hold said head fixed with relation to the rotation
of one of said shafts, and a clutch to carry said head along with the same shaft,
exerting a pressure thereon without tending substantially to push said shaft
out of alignment, substantially as, and for the purposes, herein before described.
Doted thi, 041
T
1000
D. YOUNG & Co.,
11 & 12, Southampton Buildings, London, W.C., Agents for the Applicant.