US918652A - Driving mechanism for planer-platens. - Google Patents

Description

J. H. B. BRYAN.

DRIVING MECHANISM POR LANER PLATENS.

APPLICATION FILED JUNE 18, 1906. 'i

Patented A111220, 1909.

2 SHEETS-SHEET 1.

www //////Z J. H.' B. BRYAN. DRIVING MEGHANIS'M FOR PLANER PLATENS.

APPLIOATION FILED JUNE 18, 1906.

UNITED PATENT OFFICE.

JOHN H. B. BRYAN, OF BUFFALO, NEW YORK, ASSIGNOR T0 NILES-BEMENT-POND COMPANY,

' OF JERSEYl CITY, NEW JERSEY.

Specification of Letters Patent.

'Patented April 2o, 1909.

`Application led June 18, 1906. Serial No. 322,184.

l'o all 'wilma it may concern:

Bc it known that I, JOHN .l-I. B. BRYAN, a citizen ol the vUnited States, residing at Buffalo, in the county of .Erie and State of New York, have invented a new and useful Imurovement in Driving Mechanism for Planerllatens, of which the following is a specification.

This invention relates to a driving mechanism for the platens of planers and more particularly to a driving mechanism embodying a lpneumatically operated clutch mechanism w iereby the movement of the planer platen is reversed at the end of its stroke in both directions. The pneumatic clutch mechanisms heretofore used for this urpose were faulty because they permittedP reversing of the driving mechanism to be effected under the full pressure of the air which caused breakage of the driving mechanism when the air was used under high pressure or permitted slipping of the clutches and consequently pro uced uncertain movement of the platen when the air wasused under comparatively low pressure.

One of the objects of this invention is to provide pneumatic means for operating the clutches of a planer platen driving mechanism which permits air under high pressure to be used for moving the platen reliably during the main the air pressure while reversing the movement of the platen and thus avoids the objectionable results mentioned above. y

My invention has the furthercbjects to improve the driving mechanism of the'splaten in several details. v

In the accompanying drawings consisting of 2 sheets: Figure 1 is a side elevation of a planer having its platen operated by my improved driving mechanism. Fig. 2 is a top' plan viewthereof partly in section. Fig. 3 is a longitudinal section, on an enlarged scale, of the air reversin valve. Fig. 4`is a similar view of one of t e branch alr pipes together with its check valve and by-pass. Fig. 5 is a fragmentary longitudinal section, on an enlarged scale, showing the pneumatic clutches and the parts operatively connected therewith. Fig. 6 is asimilar view, on an enlarged scale, showing art of the air conneet-ions of the pneumatic clutches. Fig. 7 is a transverse section in line 7,-7, .Fig 6. Fig. 8 is a horizontal section of one of the oil art of its stroke in both directions but re uces the effectiveness of which meshes with a gear whee catchers, separators or traps arranged in the branch air ipes. Fig. 9 1s a vertical cross section of t e same in line 9 9, Fig. 8.

Similar letters of reference indicate corresponding parts throughout the several views.

The laner shown in the drawings for illustratlng the application of my improved platen driving mechanism consists essentially of a bed A, a horizontally reciprocatin platen or table B guided on the bed and ada ted to carry the article to be planed, a too holder C sup orted above the platen by means of standar s c and carrying the tool d which operates upon the article to be planed, a main gear or bull wheel E mounted on the bed and meshing with a gear rack e on the underside of the platen and a driving shaft F journaled transversely on the bed and provided With a gear pinion f which meshes with the bull' wheel.

The laten may be driven by any suitable motor ut preferably by an electric motor G, as shown in the drawin s. The gearing and pneumatic reversing c'utches whereby the movement of this motor istransmitted to the driving shaft F of the platen may be variously constructed, that shown in the drawin s, as an example, bein fo ows: H represents a c utch shaft connected at one end by intermeshing beveled gear wheels h with the adjacent end of the platen driving shaft F. I, Il two cylindrical clutch barrels mounted loosely side by side on the clutch shaft and having their open inner ends facing each other. J represents a counter shaft arran ed parallel to the clutch shaft and provide w1th a gear Wheel j jl secured to the clutch barrel I. K'represents an intermediate gear wheel meshing on opposite sides with the gear Wheel on the counter shaft and a gear pinion con the motor shaft, as shown in liig. 5. Ll represents an intermediate shaft arran ed parallel with the counter and clutch s afts and provided at one end with a pinion l which meshes with a gear wheel l1 secured to the other clutch barrel I! while its op osite end is provided with a gear Wheel rrnl W ich meshes with the gear wheel M on the corresponding end of the countershaft. vThe motion of the countershaft which rotates continuously in the same constructed as urned Z, Z1 operate to turn the other clutch barrel I1 in the opposite direction. During the normal operation of the laner the clutch shaft is connected alternate y with the clutch barrels, whereby the clutch shaft is rotated alternately in opposite directions and the platen is reclprocated. N represents a clutch sleeve secured to the central part of the clutch shaft so as to practically form a art thereof and projectlng with its ends into the clutch barrels. 0 represents two sets of driving clutch rings or disks arranged in the clutch barrels and connectedtherewith by splines so as to be capable of axial movement relatively thereto but compelled to rotate therewith. o1 represents two sets of driven clutch disks or rings mounted on the ends of the clutch sleeve and connected therewith by s lines which compel the driven disk to turn with the clutch sleeve and shaft but permit them to move axially relatively thereto. Eachset' of driven disks alternate with the driving disks of one set of disks so that u on-pressing together lengthwise the severalpdisks of two cooperating sets of driving and driven disks the clutch barrel carrying the respective set of driving disks will be cou led with the clutch shaft. P represents a s ifting cylinder arranged between the outermost clutch disks of the two clutches and having the heads p, p1 at its opposite ends mounted on the central. art of the clutch sleeve so as to be capab e of sliding lengthwise thereon but having an air tight 35. joint between the same and the clutch sleeve.

p2 represents a piston or abutment arranged on the central part of the clutch sleeve and bearing with its periphery against the bore of the shifting cylinder. U on admitting compressed air into the shifting cylinder bep and the piston p2 the shifting cylinder will be moved lengthwise toward the clutch barrel I and cause the several clutch disks within the same to be pressed against each other, thereby formin a frietional coupling between said clutc barrel and the clutch shaft and causing the platen to be moved in one direction. Upon admitting air into the shifting cylinder between its head 1 and the iston p2 the shifting cylinder wil be move lengthwise in the o posite direction and cause the several isks within the clutch barrel Il to be pressed together, thereby frictionally couplin the clutch shaft with the clutch barrel 1 and causing the platen to be moved in the opposite direction.

The means whereby the air is alternately admitted to and exhausted from opposite ends of the shifting cylinder are constructed as follows: Q represents a stationary air box mounted on a reduced extension H1 at the front end of the clutch shaft and secured by bolts or otherwise to the adjacent bearing of the clutch shaft so that this shaft turns in said box.

In the central part of the bore of this air box the same is rovided with an annular air chamber or en ar ement which surrounds the extension of t e clutc shaft and is connected with an air branch pipe or conduit R which conducts pressed air to and from this chamber. The central part of the clutch shaft extension is bored out to form an air chamber S which communicates by one or more radial passages s in the shaft extension with the air chamber g. From the chamber S to a point adjacent to the piston p2 the clutch shaft is bored out to form an axial conduit o r passage s1 which is connected near its inner end with the s )ace in the shifting cylinder between its head p and the piston b r means of a lateral passage s2 formed part y in the clutch shaft and the surrounding clutch sleeve. Air tight joints are produced between the shaft extension H1 and the bore of the air box on opposite sides of its air chamber by means of two packing devices each of which preferably consists of an L shaped packing ring of leather, felt or similar material having an inner cylindrical portion t which embraces the adjacent peripheral portion of the shaft extension, a radial flange t1 projecting outwardly from the outer edge of the cylindrical part t and bearing with its inner side against av shoulder t2 on the air box, a clamping ring t3 bearing against the outer side of said radial flange, bolts t4 connecting said clamping ring and air box and passing through said radial'fiange and a split retaining ring t5 arranged in an enlargement of the bore of the air box and bearing inwardly against the outer side of the cylindrical portion of the packing ring, as shown in Figs. 6 and 7. The air enters between the bore of the air box and the outer side of the cylindrical flanges t of the packing rings and presses these flanges against the peri hery of the shaft extension H1, thereby e ectually preventing leakage of air at these points. U represents a central air pipe or conduit arranged axially within the conduit s1 and chamber S of the clutch shaft and its extension and projecting at its outer end into an opening u formed in the outer wall of the air chamber of the shaft extension. The outer diameter of this central pipe is smaller than the bore of the conduit s so as to leave an annular space around the central pipe for the passage of air, At its inner end the central pipe U is tapered and bears against a correspondingly shaped shoulder formed by reducing the inner end of the bore or conduit s1. At its outer end the central )ipe communicates with a tubular plug u1 which is screwed into the outer end of the shaft extension. The outer end of said central pipe is tapered and bears against a correspondingly shaped shoulder on the inner end of the plug '11,1 to form an air tight "oint between these parts. lonim'unicatiomis established between the inner end of the central pipe U and the shiftingcylinder between its head 77* and the piston by a passage a2 formed partly in the clutch shaft andV thc clutch sleeve, as shown in `Fig. 5 Air is conducted to and from the central pi e U by means of a branch air pipe fw wli the central )ipc so that thc latter is free to rotate together with the clutch shaft without disturbing the air connection between the central 'pipe and the'branch pipe w. The preferred form of joint for this purpose bctween these parts consi ts in arranging the end portion of thebrandh air ipe fw axially within the outer part ofthe p ug u* so that its passageway or bore communicates with the bore of the opening or passage a2 leading to the central pipe and producing an air tight joint between thislend of the pipe and the plug by means of a head w arranged at the inner end of the branch pipe w and bearing on its inner 'side against a ackingu3 restingl against an internal shoul er on the` 5 plug, a plurality of packing rings 'L02 surrounding the branchpipe w within the bore of the plug and bearing against the outer side of its head, a follower sleeve. 'w3 surrounding the branch pipe within the bore of the plug and bearing against the outermost packing ring, and a gland 'L04 having a screw connection with the outer end of the plug and bearing against the outer end of the follower, as shown in Fig. 6. i

The valve mechanism whereby the com pressed air is alternately admitted to the conduits or branch pi )es It, w leading to opposite ends of the s ii'ting cylinder is best shown in Figs. 1, 2, 3 and 4 and is constructed as i'ollows: X represents an air chest which is connected on one side with a compressed air supply pipe c while another side thereof is provided centrally with an exhaust port m1 leading to the atmosphere and on opposite sides of said exhaust port with two distributing ports x2, x3 which communicate with the branch pipes w, 't respectively. x4 represents a slide valve arranged in the air chest and provided on its under side with a cavity :c5 whereby upon sliding this valve to the end lof its movement in one direction one oi' lthe distributing ports will be uncovered and laced in communication with the air supp y pipe i'or delivering com ressed air to one en of the shifting cylin er while the other distributing port is cut off from the air sup ly pipe and connected by the cavity xi wit the exhaust port to ermit the spent air to escape from the opposite end of the shift- 0 ing cylinder. The slide valve is reciprocated for alternately connecting the distributing ports with the air supply and the exhaust by means of a valve orslide rod x connecting with the slide valve and passing through a stufling 66 box in the air chest, a rock shaft :1:7 mounted ich is connected withl moving heavy loads.

on the planer bed and having a depending,` arm nt which is connected by n. link ai with the valve rod and two tapgifls 11'", ai projecting upwardly l'rom said rock shalt and adapted tube engaged alternately hy shoulders or trip blocks .'r'z, :ci' on the platen. ly this means therock shalt u, is turned alternatcly in opposite direi-,tions at opposite ends ol' the reciprocating'movement ol' the platen yand thus causes the air connections between the supply pipe and the shifting cylinder to be reversed intermittently l'or producing "the reciprocating movement ol' the platen. lt has been 'l'ound in practice that il' the spent or dead air is permitted to escape freely vl'rom the inoperative end ol' th(` shifting cylinder while compressed or live air is being admitted into the opposite end oll this cylinder the release of one clutch and the tightening of the other is effected too suddenly causing l'rcquent stripping ol the gear teeth and breakage ol' other parts ol' the transmitting gearing. This is particularly liable to happen when air under high )ressure is used -for .t has been attempted to overcome this difficulty by reducing the air pressure to such a point that the sudden reversal oi' the clutches will not injuriously affect the transmittingmechanism but this is objectionable inasmuch as air when supplied at low pressurel will not couple the clutch firmly but permit slippage oi the same particularly during the cutting stroke at which time the movement oi the platen is uncertain and irregular and liable to be sto ped and also causes chattering of the too thereby producing a non-uniform cut.

In order to permit of utilizing the air under high pressure for positively and reliably moving the platen and the article mounted thereon and at the same time prevent sudden reversal of the clutch mechanism, means are rovided vfor permitting the compressed or live air to flow forward freely and unrestricted through the branch pipes for coupling the gripping members of the respective clutches and to restrict or ret-ard the return flow or A exhaust ofthe spent or dead air through said branch pipe so as to operate like a dash pot orn air cushion which resists sudden move nient of the shifting cylinder in the operative direction under'thc force of the live air. Various means may be employed for producing this effect the means shown -in the ,drawings serving as an example and being constructed as follows: Y represents the casings of check valves arranged in the branch'air pipes and each provided with a valve 'y which is moved from its s eat while the pressure of the air in moving forwardly through the branch pipe from the supply to the respective end of the shifting cylinder but is closed either by the movement of the returning spent air, by gravity or by means of a spring. Each of the branch pipes is proshifting cyhn vided with a by-pass or pipe y* which is connected at its opposite 'ends with the res ective -branch pipe on opposite sides o its check valve, as shown 1n Figs. 1, 2 Aand 4.

Each of the by-passes or pipes `contains ay valve y2 whereby the capacity of the by-pass may be restricted more or less as may be necessary. The compressed liye air opens the check valve wide and ows freely through the branch-.pipe ofn its wa to one end of the er o during the return movement of-this air when spent the check valve closes so that its onl exit is through the restricted by-pass whic causes the escape of the spent a1r to be retarded. The. uncoupling of one clutch and the cou ling of the other is thus effected gradual y causing the movement .of the platen to be reversed without any injurious shock but when the reversal has been completed the full ressu're of the air is available for firmly coup ing the operative clutch and causes the platen to be moved forward positively and uniformly during the cutting `operation as well as during the return or idle stroke of these parts. vFor the lpurpose of reducing the force of the compressed air as it may be necessary to suit the particular work in hand a reduclng valve X1 of any suitable construction is arranged in the main supply 1 e. grgferably arranged in thI main air pipe between the reducing valve and the air chest of the reversible valve. This tank stores a quantity of the compressed air 'at' the re-v sent-s a separating chamber which is arranged substantially horizontal in the -direction of its lengthand provided in its bottom with a draw-off valve or pet cock z. Within this chamber are arranged two nipples or nozzles 21, z2 which are connected with the sections of the branch pipe on opposite sides of the sepav rator and which extend horizontally in'oppo site directions through opposite heads ofthe chamber and terminate each with its open inner end short ofthe head through which the other nozzle passes, asshown in Fig. 8. By this means the air leaving the end of one nozzle and passing through the chamber into theend of the other nozzle is compelled to make a sharp turn, whereby any particles of oil and dirt contained in the same are permitted to separate therefrom by gravity and r coup ing one clutch but A pressure equalization tank X2 is also massa 'drop into the bottom ofthe chamber. The

oil accumulating in the bottom ofthe chamber may be drawn off from ltime to time by o ening the valve z. By thus separating the ofrom the air as the same passes through the branch pipes 'the vmain or reversing valve and other arts cannot become gummed by this oil andp it also prevents any grit and dirt which is carried away from the lubricated surfaces by the oil from reaching the reversing valve and other parts and wearing the same rapidly. 4

I claim as my invention:

4 1. A driving mechanism for Iplaner platens comprising two pneumatic c utches which are constructed to move the platen in opposite directions, a main air supply pipe, two branch pipes or conduits connecting with said clutches, a reversing valve for connecting each branch pipe or conduit either with the main air supply pipe or with an exhaust, and means constructed to permit the air to Yflow freely forward through said branch pipes or conduits but retard the -backward ow of the air through the latter, substantially as set forth.

2.v A driving mechanism for laner platens comprising two pneumatic c utches which,

are constructed to move the platen in oppo- .site directions, a main air or supply pipe, two

branch pipes or conduits connecting with said clutches, a reversing valve for connecting each branch ipe or conduit either with the main air supp y pipe or with an exhaust, and means constructed to permit the air to flow freely forward through said branch ipes or conduits but retard the backward each branch pipe and a restricted by-pass connected with said branch pipe on opposite 'sides of its check valve, substantially as set forth.

ow of the air through the same, consistin of 7a forwardly opening check valve arrange in 3. Adriving mechanism for laner platens comprising two pneumatic c utches which are constructed to move the platen in opposite directions, a main air supply pipe, two branch pipes or conduits connecting with said clutches, a reversing valve for connecting each branch pipe or conduit either with the main air supply pipe or with an exhaust, and means constructed to permit the-air to flow freely forward through said branch pipes or conduits but retard the backward flow of the air through the same consistin of a forwardly opening'check valve arrange in each branch pipe, a by-pass connected at opposite ends with'said branch pipe on opposite sides of its check valve, and a regulating valve arranged in each by-pass, substantially as set forth.

4. A driving mechanism for planer platens comprising two pneumatic clutches cons tructed to move the platen in opposite directions, two air pipes each of vwhich carries the air to and from one of said clutches, and an oil separator arranged in each of said pipes, substantially as set forth.

5. A driving mechanism for planer platens comprising two pneumatic clutches constructed to move the platen in opposite directions, two air pipes each of which carries the air to and from one of said clutches, and an oil separator arranged in each of said pipes, and consisting of a chamber, and two nozzles connected with sections of the air pipe and extending horizontally in opposite directions through the ends of the chambers and each nozzle terminating at its open inner end short of that end of the chamber through which the other nozzle passes, substantially as set forth.

6. A driving mechanism for planer platens comprising two pneumatic clutches constructed to move the platen in opposite directions, two branch air pipes each of Which carries the air to and from one of said clutches, a main air supply pipe, a reversing valve for connecting each of said branch pipes either with the main supply pipe or with an exhaust, a ressure reducing valve arranged in the main pipe, and a pressure equalizing tank arranged in the main pipe between the reduc-in valve and the reversing valve, substantia ly as set forth.

Witness my hand this 11th day of June,

` JOHN H. B. BRYAN.

Witnesses:

THEO. L. PoPP,

E. M. GRAHAM.

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