US749580A - Peters co - Google Patents

Description

No. 749,580. PATENTED JAN. 12, 1904r 0, c. RIOTTE; 7 SPEED GONTROLLING MECHANISM FOR AUTOMOBILES OR THE LIKE.

APPLIUA'IION FILED 0 OT. 7, 1902. Y

4 SHETBETS-SHBET 1.

N0 MODEL.

No. 749,580. V PATENTEAD JAN. 12, 1904.

v o. o. RIOTTE. SPEED CONTROLLING MEGHANISMFOR AUTOMOBILES 0R 'APPLIUATION IIL-ED OUT. 7, 1902.

THE LIKE.

no MODEL. ,4 SHEETS-SHEET 2.

No. 749,580. PATE'NTED JAN; 12, 1904,

o. c. RIOTTE. -SPEED CONTROLLING MECHANISM FOR AUTOMOBILES OR THE LIKE.

APPLIUATION TILED OUT. 7, 1902. N0 MODEL. 4 SHEETS-SHEET 4.

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No. 749,580. I

UNITED STATES CARL C. RIOTTE,

Patented .lamiary 12, 1904.

PATENT OFFICE.

SPEED-CONTROLLING MECHANISM FOR AUTOMOBILES OR THE LIKE.

SPECIFICATION forming part of Letters Patent No. 749,580, dated January 12, 1904.

Application filed October 7, 1902.

T0 cLZZ whom, it may concern:

Be it known that I, CARL (J. Rio'rrn, a citizen of the United States, and a resident of the borough of Manhattan, city and State of New York, have invented a new and useful Improvement in Speed-Controlling Mechanism for Automobiles or the Like, of which the following is a specification.

This invention relates principally to an improved device for locking against rotation one or another member of-a speed-controlling device of the general character described in my Patent No. 721,093, dated February 17, 1903..

shaft, whereas the other drum carries a sleevegear concentric with the driving-shaft and gearing with the eccentric transmitting-shaft, so that when said drum and its sleeve-gear are locked against rotation and the first drum rotated the transmitting-shaft and gears carried thereby will be carried around the driving and driven shafts with a planetary motion and will transmit motion from one to the other with different speed.

In the accompanying drawings, Figure 1 is a plan view of a device for operating frictionbands by which the respective controllingdrums are locked or released; Fig. 2 is a detail plan view showing the reverse position of the shifting rod and its operating-crank. Fig. 3 is a side view of steering and controlling mechanism of an automobile to which my device is applied. Fig. 4 is a front view of the same. Fig. 5 is a plan view of the speed-controlling lever and accessories. Fig. 6 is a longitudmal section of the drums shown in Fig. 1..

Serial No. 126,334. (No model.)

Referring to Figs. 1 and 6, 5 and 6 represent two concentric drums adapted to turn on the shaft 1, and 17 18 friction-bands by which either of said drums may be locked against rotation and the other allowed to run free, or both released, if the drivinggear is to be whollydisconnected. For the simultaneous to the end of a crank 28, carried by an approximately vertical rock-shaft 29, turning in bear: ings 3O 31, projecting from the frame in which the steering shaft is mounted. The rockshaft 29 is pivoted at its upper end at 32 to the end of a horizontal hand-lever. 33, which is fulcrumed at 34 in a rotating head 35, so that by turning the hand-lever 33 from the position shown in full lines in Fig. 3 to the position shown in dotted lines the rock-shaft 29 and its crank 28 are rotated a little more than one hundred and eighty degrees from the intermediate-speed position (shown in Fig. 1) to the low-speed position, (shown in Fig. 2,) thus releasing the intermediate-speed band 18 and tightening the low-speed band 17. The turning of the crank 28 more than half a revolution in either direction or beyond the deadcenter, as shown in Figs. 1 and 2, which is permitted by the lateral projection of the offset lug 27 from the rod 26, causes the parts to be automatically locked in either extreme position of adjustment.

In the intermediate position of the lever 33 and its connected parts (shown in full lines in Fig. 4:) both bands 17 and 18 are released, leaving both drums 5 and 6 free and the whole gearing disconnected. Then by depressing the lever from the horizontal position shown in full lines to the position indicated in dotted lines in Fig. 4c the shaft 29 is drawn up and by its connection with the lever 36 on shaft 37 and the yoke-lever 38, keyed on said shaft, actuates the high-speed cone 1 1, as described in my Patent No. 721,093, hereinbefore referred to.

When the regulating-lever 33 is in the intermediate position of rotation (shown in Fig. 4E) and depressed, as shown in dotted lines in said figure, it engages in a notch 39, Fig. 3, in the fixed head 10, so as to lock said lever against rotary movement so long as it is held down to maintain the high-speed shift of the gearing.

41 represents the steering-wheel, and 42 the steering bell-crank lever operated thereby through a screw-and-nut connection 43. As these members do not form essential parts of my present invention, more specific description thereof is unnecessary.

The variable-speed gearing within the drum 6 is described in my patent of February 17, 1903, hereinbefore referred to, and is represented in section in Fig. 6. The driving shaft or member is indicated at 1 and the driven shaft or member at 2, these shafts being journaled in line with one another in bearings 3 and adapted to rotate freely independently of each other, except as controlled by the gearing hereinafter described. Stepped powertransmitting sleeves 4: 5 are rotatably supported on shafts 1 and 2, respectively, anda casing, drum, or gear-carrying device 6, which is journaled to turn freely on both of said.

sleeves, carries one or more intermediate shafts 7, journaled in box 6 eccentrically to the shafts 1 2. These intermediate shafts 7 may, as indicated, be hollow shafts or sleeves turning freely on bolts or arbors 8, that extend longitudinally across the box or drum 6 and rigidly connect the portion 6 6 thereof. Each intermediate shaft or sleeve 7 carries or has rigidly mounted upon it a plurality of spurgears 7 a 7 b 7 7, intermeshing, respectively, with spur-gears 1 1 2 5 rigidly mounted on shaft 1, sleeve 4:, shaft 2, and sleeve 5, respectively. The, gears 7 a and the gear 1 constitute a set of engaging gears, gears 7 b and gear 4 a second set, gears 7 and gear 2 a third set, and gears 7 and gear 5 a'fourth set, each of these sets of gears being planetarythat is, having the member or members 7 7 7 7 mounted to revolve around the other members 1 4" 2 5 Gear 1- is connected to the driving member or shaft 1 and gear 2 to the driven member or shaft 2, while the remaining gears 1 5 are integral with or secured to the sleeves 4: and 5, respectively, which are loosely mounted to rotate on the shafts 1 and 2, respectively, and hence gears 1 5 rotate on the same axis with gears 1 and 2. As stated above, the drum 6 may carry one or more intermediate shafts 7, having spur-gears 7 7 7 and 7 intermeshing with the gears carried by the main shafts and sleeves. These shafts 7 and their intermediate spur-gears would be arranged diametrically opposite in the drum 6 when two sets of intermediate shafts and gears are employed, and

when more than two sets of intermediate shafts and gears are employed they will be arranged at equal distances apart circumferentially. The purpose of such arrangement is to properly balance the drum 6 upon its bearings. To the loose sleeve 1 is rigidly secured a drum or wheel 4', which carries clutching devices whereby it may be caused to engage with the projecting end rim 6 of drum or box 6. Such clutching means is shown as consisting of a split ring 10, tending to spring into closed position, in which it is free of the flange 6* of box-head 6, a rock-shaft 11, having a cam portion 11 engaging between the ends of split ring 10, a lever 12, pivotally connected to the shaftill and having a roller 13, and a loose cam-hub 1 1 on shaft 1, adapted to engage said roller, said cam-hub being operated by a lever or bar 15 engaging in an annular groove therein, so that endwise movement of said cam-hub on shaft 1 will expand the ring 10 or allow it to contract and will accordingly tighten or loosen its engagement with the flange 6, as more fully described in my former patent, above referred to. 16 representsthe brake strap or band. The operation of this changeable gearing in my former patent is as follows: When the clutch 1O 6 is open and all the straps 16 17 18 are loose, so that the members 1, 5, and 6 can all turn freely, the rotation of shaft 7 will result only in an idle rotation of one or more of these members without transmitting power or movement to shaft 2, this being the disengaged or unclutched position. For rotation ahead at highest speed the clutch 1O 6 is closed or engaged, and the box 6 is thereby forced to rotate with wheel or member 1, and therefore with sleeve 4: and gear 4 The engagement of gear 4: and 7 then locks the shaft 7, so that it is kept from rotation on its axis, but revolves around the axis of shafts 1 2. As gear 7 c on this shaft must revolve in the same manner it will turn gear 2 and substantially lock the shafts 1 and 2 together, so that they will revolve at the same speed. To go ahead at medium speed, the clutch 10 6 is opened and the member 6 is held by strap 18, so that shaft 7 is held in fixed position and can move only by rotation on its own axis. The train of gears 1 7 a 7 2 then drives shaft 2 at a slower speed than shaft 1 For slower speed in the same direction clutch 1O 6 and straps 16 18 are released and strap 17 is tightened to hold member 5 and sleeve 5 from rotation. Gear 5 being thus held stationary, the gear 7 on shaft 7 is forced to roll around it in planetary manner, and owing to the difference in gear ratio between the pairs of gears 5 7 and 2 7 the shaft 2 is turned at a slow rate of speed by a differential efiect, the gear 7 not moving the shaft 7 backward quite fast enough to compensate for the forward drive from that shaft to shaft 2. To reverse, the clutch device 16 only is engaged, whereupon the gear 7 b will roll on gear 4 now held stationary, the relation of gears 4 7 b and '7 2 being such that shaft 7 is allowed to move backward faster than will compensate for the forward drive from that shaft to shaft 2, with the result that said shaft 2 is driven in a reverse direction to the movements above described and at a slow speed.

From the above description it will be understood that a single lever is employed to throw in the gearing for three different speeds and that it is rendered impossible to throw in any two at once. While the lever is at either extremity of the rotary movement by which two of the speed connections are thrown in it cannot be moved vertically, so as to impart endwise movement to the shaft by which the third speedgearing is thrown in. On the other hand, so long as the lever is depressed to throw in the third speed-gearing the notch in which said lever is held prevents any rotation of the shaft toward either of the points at which the other speed connections are thrown in.

Having thus described my invention, the following is what I claim as new therein and desire to secure by Letters Patent:

1. In speed-controlling apparatus for automobiles and the like, the combination of two systems of gearing adapted to transmit different rates of speed, a shaft capable of limited rotation, means between the said rotatable shaft and the respective systems of transmitting-gear whereby a member of one systern is locked against rotation and the other system left free and vice versa by the extreme rotation of the shaft in one or the other direction, means applying endwise movement to said rotatable shaft while it is in an intermediate positionvof rotation preventing its endwise movement while in either extreme position of rotation and preventing its rotation while at one extremity of its endwise movement, and speed-controlling means actuated by the endwise movement of the shaft, substantially as and for the purposes set forth.

2. The combination of the drums 5, 6; looking-bands 17 18; rods 21, 22 connected to said bands; band tightening levers 23, 25; connecting-rod 26; rock-shaft 29; and crank 28 on said shaft connected to the rod 26 by an offset 27 whereby the parts are automatically locked in position at each extremity of the movement, substantially as described.

3. The combination of the drums 5, 6; brakebands 17, 18; rods 21, 22; rocking levers 23, 25, by which either of the bands is tightened to lock the respective drums; connecting-rod 26 pivoted to lever-arm 25; regulating rock-shaft 29 capable of limited rotary and endwise movement and having a crank-arm 28 pivoted to the rod 26; the speed-regulating bell-crank device 36, 37, 38 actuated by endwise movement of the shaft 29, and the operating-lever 33 capable of imparting to the shaft 29 limited rotation to tighten one or other of the bands 17, 18, or endwise movement to actuate the bell- crank device 36, 37, 38, substantially as and for the purposes set forth.

4:. The combination of the drums 5, 6; rockshaft 29; connections between said shaft and drums whereby one or-other of the drums is locked by partial rotation of the rock-shaft in either direction; a lever 33 applying limitedrotary movement to the shaft and applying endwise movement thereto when in its intermediate position of rotation; and a bearinghead 10 on which the lever rests to prevent endwise movement of the shaft while at either extremity of its rotation and having a notch 39 engaged by the lever in imparting endwise movement to the shaft and preventing rotationthereof when in one position of endwise adjustment, as explained.

CARL O. RIOTTE. Witnesses:

J. GREEN, WM. P. HAMMOND.

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