US1115058A - Speed-changing mechanism. - Google Patents

Description

LC. DORR.

SPEED CHANGING MBHANISM.

APPLIGATION FILED MAY a, 1913.

Patented `00u. 2.7, 1914.

4 SHBETSSHvlIET l.

J. C. DORR. SPEED CHANGING MECHANISM.

APPLICATION IILED MAY 2, 11113. l, 1 l 5,056., Patented oet. 27, 1914.

4 SHEBTS*SHEET 2.

7)/ 'f7/.; 15 .x my l KW/Maga@ Mp IWW/735,1"

J. C. DORE.

SPEED CHANGING MEGHANISM. APPLICATION IILED MAY 2.1913.

1,1 15,058. Patented 0ct.27,1914.

i f@ 4f.

wmf/,63.5.

.miens` c. Donn, or iiAnsviLLE, NEW YoRK'.

f SPEED-CHANGING MECHANISM.

Speeicetion of Iletters Patent.

Application filed May 2, 1913. Serial No. 764,984.

To all whom 'it may concern Be it known that I, JAMES C. Donn, a citi zen of the'sUnited States, residing at'Dansville, in the county of Livingston and State of New York, have invented a new and useful Improvement in Speed-Changing Mechanisms, of which the following is a specification. l

This invention relates to frietional power transmission devices and particularly to means for transmitting power from. a driving member to a driven member which is. capable of acting both as a clutch and as a speed changing mechanism.

The present invention is designed primarily for use as a transmission device Ifor motor vehicles but it is obviously applica-- ble to other uses. In. accordance with the invention a pair of friction members or disks are provided, oneof which is connectediwith any suitable power device and will be termed the driving disk, while the other is connected with the member tohe driven and will be termed the driven disk l"ower is transmitted through the engageinent of the lateral faces of these disks whereby the shafts on wliih the disks are mounted may be placed in such approximate alineinent as to permit the use of what' is known as shaft drive for the vehicle in place of chain drive, which has been required rby many of the friction drives which have heretofore been proposed 'for motor vehicles.

The present invention provides a novel and peculiar configuration for the engaging faces of 'the friction disks whereby relative movement of the disks may beV utilized to vary the speed of transmission and also to reverse the direction of travel of the vehicle, thelengaging faces being so shaped, however, that approximately true rolling contact is securedV at all times, such Contact invariably being line as distinguished from point Contact.l By reason ofthe novel configuration olfthese surfaces, va wide range ot relativc-fmoveinent and `consequently of speed- 'variatioii is possible, wear isminiinized and frictional engagement adequate to drive the vehicle under V,any andall conditions is assured.A

ln the accompanying drawings: Fi ure 1 is a side elevation cfa in otor ve nele chassis provided with a transmission mecha- :nisni embodying one forni of the present invention, parts being shown in section and the outlines of the vehicle body being indicated in dotted lines. I iig. 2 is a section, on an enlarged scale, through the friction disks of the 'transmission mechanism showing the direct clutch-like'engagement of the disks when their axes are mined, as when driving at high speed. Fig. 3 a side elevation of a portion lof the transmission mechanism, the drivin"r disk beine' shown in vertical section and the driven dis i being shifted so as to beV driven uta reduced speed.. Fig. et is a vertical section through a part of the vehicle, showing the friction disks and their supporting devices in side elevation. Fig. 5 is a vertical scction through a part of the vehicle showing the friction disks in section and illustrating the position of the driven disk when the vehicle is to be driven backward. Fig. is afront elevation of the segment for lockingl the disk shifting lever. Fig. 7 is a plan view of a portion of the vehicle chassis and transmissionmechanism. Fig. B a siini lar view of a modified construction. Fig. 9 is a section on line IX-IX of Fig. 7. Fig. 10 is a detail View showing the shifting i'nechanisin for the driving disk ofV the modified construction illustrated in Fig. 8. Fig. ll is a diagrammatic view illustrating the relative positions occupied by thefriction disks in driving at diiferent speeds and on reverse. Figs. 12, 13 and 14 are diagrammatic sectional views on lines XII- XH, XIII- XIII and XIV--XIV,`respec tively, of Fig. 11. y

Having especial reference to Figs. llto 14, it will be seen that the transmission device of the present invention comprises essen.-

tially two friction members or disks il `and- 2, either of which may act as the driving member, although in the specific embodiment of the invention shown, l is the driving incii'iber and 2 the driven member. When the driven ni niber is,l to be' rotated Iat the same speed the driving n'einbcr, the axes-of the two lineinbers are in aline- Pittelited Oct. 27, 1914-.`

ment as shown in position a in Fig. l1, and Fig. 2, and the drive is direct just as though the disks were members of an ordinary friction clutch. The alined axes of rotation of the disks l and 2 is represented in Fig. l1 by the `line -g/, and in the further consideration ot the operation ot tlie.disks the axis of rotation of disk l is considered to remain stationary in this line. lfVhen the driven member is to be rotated at a diilerent speed 'from the driving member, the axes of the disks are angularly displaced so as to bring a portion of the surface of one of the disks of large radius into contact with a portion ofthe surface of the other disk of less radius, as shown, for example, in Figi y 3 and in positions b and c in Fig. ll.

j at which the cenni' e the surface of the other disk on the opp displacing the disks to such an extent that a portion of the surface *at one side of the axis of one of the disks engages a portion of Q site side of the axis thereof, the two disks will be driven in opposite directions, thereby reversing the direction of' m vement of the driven disk. Such relative position of the disks is indicated in F ig. 5 and in positions Z and e in Fig. ll. The desired relative adjustment ofthe disks is preferably. secured by mounting one of the disks, as shown, the `iisk l, to rotate about a fixed axis., while the other disk rotates about a swinging axis. The two axes are brought into alinement' when the driven disk is being rotated at the same speed as the driving` disk, as already statend. In or der to secure satisfactory engagement be tween the disks :tor all relative positions thereof as the axis of the disk 2 is swung out of alinement with the axis of the disk l, the tace 3 of disk l is concaved, as shown in Figs. 2, 3 and ll, by having an annular depression termed therein, the locus oithe centers of curvature of the radical elements of which is a. circle whose plane is pcrj'iendicular to the axis ot disk land passes through the center or centers about which disk 2 swings and whose radius equals the distance oit swinging movement of the axis of the disk is removed from the axis of rotation of the disk l. 3 of the diskil has a sort of cuspidal torni rising to a point or cusp in the middle, as clearly shown in the drawings. imagining a section to be taken through the disks in the plane in which thcuaxis of the disk .2 swings, whichis what is shown in ll, it will be seen that the contour of the surface of the disk l may be considered as described by two radii and g swingingI about centers 7L and e' located at opposite sides. of and at equal distances from the axis of rotation ol' the disk l, e..Y ended, as indicated by the line .a-jy. The driving` face of the disk Q is divided into two ainuzlar surfaces et and 5, the contour of the surface/l being de- The si u'tace scribed by the radius f swinging about the center /i whereby this portion of the disk surface will tit the surface of the disk 1 as the aXis of the disk 2 swings about the cen= ter it. l/Vhen the periphery of the disk 2 passes the axis x-y, so that the relative directions of rotation of the disks are reversed, the center about which the axis of the disk 2 is swung is changed from the point 71, to the point z', whereupon it will be seen that the portion 'of the driving surface of the disk 2 engages and follows the surface of the disk 1, as s own in positions (Z and e in Fig. l1. The contour of the surface 5 is described by the radius g swinging about the center e', whereby it will be seen that the surface 5 lits the surface of the disk l as the axis ol the disk 2 swings about the center z'. At all times after the axes of the disks move out of allnement, a theoretical line Contact is secured between the surface 3 of the disk l and either the surface 4 or the surface 5 of the disk 2. Owing to the shape of the surface 3 and to the fact that the axis of the disk 2 swings about a center at one side of the axis .o3-y, there will always be a clearance between the edges' of the disk 2 and the disk l, as indicated .at 6 in AFigs. l2, 13 and 14, so that substantial rolling contact is secured between the engaging portions of the surfaces ot the disks at all times and sliding Contact is reduced toa minimum.

lt will be understood that the disksv havi ing surfaces of the conguration indicated and swinging about centers as specified, may be employed in anj7 relation where it is desired to transmitpower by means of friction gearing., and that either the disk l lor the disk 2 ma be used as thedrivinfr b disk The invention is, however,P primarily intended for transmission devices for motor vehicles and the like and an embodiment of the invention in a motor vehicle will theretore" now be described in detail.

iis'shown in l, 10 is the trameof a motor vehicle chrssis on which is mounted the motor 11 which drives the crankshaft l2). rlhe disk l of the friction transmission fhrinism is securd to the end of this shaft, while the disk -2 ismounted on the end ot a shaft 13 which is operatively con nected by means, such as a universal joint 14, to a shaft l5 'which drives the rear wheels of the vehicle 'in'any ,suitable manner, :is through a differential gearing 1G. A flexible shaft or other suital'ile'device may obviously be substituted for the universal joint. The shatL i3 is supported in any suitable manner permitting it to swing, preferably by being journaled in a swinging frame 17 having a pivotal connection with the :traine 1U. ln, the preferred construction of 'the invention the side mcn'ibers of the traine i7 terminate in plates 1.8 having curved slotsV iid izo.

19 and 20 therein, the' latter of which is preferably twice the length of the former. Pins 21 and 22 lpass through these slots and forni centers corresponding to the centers z, and fi, indicated in Fig. 11, about which the frame 17 carrying the shaft 13, successively pivots. Fig. L1 shows the frame and shaft in their lowest positions, the ends of the slots 19 resting against the pins 21. As the Yframe and shaft are swung upward so as to shift the disk 2 relative to the disk 1 for driving at slower speeds, the frame pivots about the pins 21 as shown in Fig. 3. The pins 21 continue to act as the axis of move- ."ifent for the frame until the portion of the disk 2 engaging' the disk 1 passes the axis of rotation of the latter, at which time the?7 ends o the slots 2() engage the pins 22 as indicated in Fig. 5. This engagement causes the axis about which the frame swings to shift from the 'pins 21 to the pins 22, this new axis corresponding to the center i shown in Fig. 11. lt will thus be seen that further swinging oli the frame 17 and shaft 13 will Cause the portion 5 of the surface ol the disk 2 to engage and move in Contact with the surface of the disk 1. When the shaft andframe are lowered, the reverse action takes place.

The swinging movement of the frame, shaft anddisk may be controlled in any suitable manner, as hy means of a lever 223 having arms nivoted to the lraine at 21 and 25 and projecting up to a. position within` reach of the driver of the vehicle. Any suitable means may be utilized for locking the lever and frame in various positions, the construction .shown for this purpose consisting oi a segment 26 having a slot 27 therein through which the end of the lever 23 passes, this slot being provided in one wall with a series ol' notches 28 adapted to be engaged by a tooth 29 on the side ofthe lever. The lever being pivoted to the frame 17 may be swung so as to move the tooth 29 into or outof the notches 28. spring 80 is preferably provided -for normally holding the tooth 29 in one of the notches. It will be understood that any other lockingmeans may be utilized or that any other arrangement for swinging the shaft of the disk 2 may be employed and that suchshaft may he swung downward or laterally instead of upward if desired. i

The engaging surfaces of the disks 1 and 2 may be formed of any suitable substances between which there-'is a satisfactory coefficient of friction. F or instance, one'of the disks may be of metal while the other is faced with fiber. As shown, the ,disk l has a metal bearing surface while the disk 2 has secured to it a liber ring.,r 31 on which are formed the annular surfaces 4 and Means disks 1 and 2 in Contact, these means preferably heilig of such nature that the disks may be separated so as to disconnect the motor from the driving wheels. In this Way the transmission disks may be made totake the place of a clutch as well as of a speed changing device and thus perform the entire functiensr of both clutch and transmission in the ordinary motor vehicle, although it is to be` understood that a separate clutch may bel used in connection with the speed changing disks if found desirable or necessary.

The' means shownh in Figs. 1 to 7. and in Fig. 9 lor moving the disks into and out of contact and for holding them in driving engagement, comprise' a pair of bars 35 which carry the pins 21 and 22 and which are secured to thc frame of the vehicle in such manner as to be capable et limited longitudinal movement. As shown, the bars are supported adjacent to the pins 21 and 22 by means of pins 3G sliding in longitudinal slots 87 formed in blocks 38 attached to the frame of the vehicle. Attheir front ends the hars` 35 are pivotcd by pivots 39 to lever arms Ll() fixed to a transverse shaft 111 journaled in the frame 1Q. Also fixed to the shaft lt1 is a level` 42 provided with a `foot pedal 43 by which the shailt 41 may be rocked and the bars 35 moved longitudinally, as will be understood. The bars are normally drawn -forward, carrying with them the frame 17, shaft/123 and disk 2, 'b'y one or more strong springs A'14 which thus serve to hold the disk 2 in rm driving engagement with the disk 1. A pair of these springs L111 is preferably used, each spring being securedat one end to a lug 115 on one of the bars 35, and at the other end to across member 46 of the vehicle frame. The disk 2 is held in driving engagement with the disk 1 by these springs at allv times exceptwhen the disks are separated by pressure upon the foot pedal 43. Any suitable locking means for this edal may be utilized if desired, so as to loci; and retain the disks in separated position. A, `pair of springs 17 may be provided if desired, engaging lugs l18 on the plates 18 ol the frame 17 and heilig anchored to any fixed part of the frame, suchas the cross bar 19. The springs 17, which are weaker than thc springs 44, serve to' partially or wholly balance theweight of the frame 17, shaft-13 and disk 2 so as to facilitate the shifting thereof. Where the frame and disk are moved upward as illus= trated, a suitable housing, such as indicated at 50, 'may be provided to receive the same.

Figs. 8 and 10 show a` modified construction in which the pins 2l and 22, upon which the frame 17 swings, instead of being carried by movable bars 35, are mounted directly upon the frame of the vehicle. Thus are provided for landing the vsurfaces of the theframe 17, shaft 13 and disk 2 have a i l2 of the motor.

swinging movement only, instead' of both a is slidably and rotatably mounted in a bearing 58 carried by the cross bar 46 of the vehicle frame. The disk lis urged toward the disk 2 by means of a spring 59, preferably surrounding the tubular member 57 and the shaft 56. In order to move the disk 1 away from the disk 2 so as to relieve the driving pressure between the two or entirely disengage the disks, any suitable device may be utilized.- As shown, the stem has a groove 60 formed therein in which fit the arms of a forked lever 6l secured to a transverse rock shaft 62. rllhe latter is rocked'by means of a lever 63 provided with. a foot pedal 64 or otherwise.

From the foregoing description it will be seen that a transmission is provided which maybe caused to act both as a clutch and as a speed changing mechanism. rllhe construction of the device is, hovever, no more coniplicated than that of the ordinary friction `clutch novy commonly employecLin Amotor .vehicles so that it will be seen that the invention accomplishes a saving in 4cost of constructionequivalent to the entire cost of the speed changing mechanipms employed in most motor vehicles.l rlhe entire control of the transmission mechanism is accomplished' by means of the lever and foot pedal shown. Perfect speed control is possible and at all speeds, both forward and reverse, a substantially perfect rolling line Contact is secured between the disks which results in the transmission of adequate power with a minimum of wear a-nd transmission loss. At the higher speeds, direct drive is .provided for by the direct engagement ofthe two disks in the manner of a clutch, under which conditions there is no transmission loss and Aio wear whatever upon the disks.

I claimas my invention:

l. A speed changing mechanism including a pair of rotors having engaging lateral faces, one of said rotors being movable relatively to the other rotor, andy means for moving said movablenrotor about one center during a part of'its movement and about another center during the other part of its movement.

2. A speed changing mechanism includ- The stem 55'of the disk 1 .ing in tlie'opposite direction.

ing a pair of rotors having engaging lateral faces, one of said rotors being movable relatively to the other rotor, and means for vswinging said movable rotor about a center located at one side ofthe axis of rotation thereof during a part of the movement of said rotor, and aboutfa center located at the opposite side of the axis during the other part of the movement of said rotor.

3. A speed changing mechanism,includ-` center during another part of its angular adjustment.

4. A speed' changing mechanism including a pair of rot-ors having engaging lateral faces, one rotorhaving an annular concave face which has a central prominence, and means for swinging the other rotor aboutr a .point concentric with an element of said.

concave face extending radially of the rotor, into a plurality of positions in each of 'which said faces are in engagement.

5. A. speed changing mechanism includ ing a pair of rotors rotatable about axes` capable of relative angular adjustment, said rotors having engaging lateral faces one of which is provided with an annular depression surrounding a' central promiiience,jthe

face of the other rotor having an annular convex bearing surface fitting in said de-.

pression and means for swinging said rotor vhaving the convex face about `a point con-- centric with an element of said annular' de pression extending radially of the rotor.

6. A `speed changing mechanism including a pair of rotors, one having an annular concave depression in a'latcral face thereof surrounding a central prominence, .the 'second rotor being mounted on a shaft arranged to swing about a center at one side of the axis thereof, said second rotor'baving a face adapted to engage the surface of the concave depression of the first rotor.

7. A speed Achanging mechanism including a pair of rotors rota-table about axes capable of relative, angular adjustment, said rotors having engaging lateral faces,'\one of which is provided vwith two bearing surfaces adapted tol engage the bearing surface of the other rotor, one ofl said surfaces being adapted to engage the other rotor at one side of theaXial center thereof for driving in one'direction, and the other surfacebe ing adapted toengage the other rotor at the other side of the axial. couter for driv 8. speed changing mechanism includM surroundin ing a pair of rotors, one having an annular concave depression in a lateral `face thereof a central prominence, the second rotor eing mounted on a shaft arranged to swing about either of two centers located on opposite sides of the axis of said shaft, said second rotor 'having a pair of bearing surfaces adapted respectively to engage the bearing surface of the first rotor when the shaft of the second rotor is swung about one or the other of said centers A. speed changing mechanism including a pair'of rotors, one of which has an annular concave bearing surface, the radial elements of which are described by radii swinging about centers, the locus of which is a circle whose plane is perpendicular to the axis of rotation of said rotor, the second rotor having a lateral face adapted to engage the concave bearing surface of said first rotor, said-second rotor being arranged to swing about a center lying in said locus circle.

10. A speed changing mechanism including a pair of rotors, one of which has an annular concave bearing surface, the radial' elements of' which are described by radii swinging about centers, the locus of which is a circle whose plane is perpendicular t0 theaxis of rotation of said rotor, the sec' ond rotor having a lateral face provided with two convex bearing surfaces adapted toengage the concave bearing surface of said first rotor on opposite sides of the axis of rotation thereof, said second rotor being arranged to swing about one or4 the other of two centers lying at opposite ends of a diameter of said locus circle.

11. A speed changing mechanism including a pair of rotors having engaging lateral faces, one of said rotors being mounted to rotate about a fixed center, 'a shaft on which the other rotor is mounted, a movable frame in which said shaft is journaled, said frame being adapted to swing about one center during a part of the movement of said frame and about another center spaced at a distance from said first mentioned center during another part of the movement of said frame.

12. A speed changing mechanism including a pair of rotors, one of which `has an annular concave depression in a lateral face thereof surrounding a central prominence, the second rotor being mounted on one end of a shaft, a frame in which said shaftw is journaled, and a pair of pivotal supports for said frame locatedv adjacent to the opposite end of the shaft and on opposite sides of and at equal distances from the axis of said shaft, said frame being adapted to swing alternately about said centers, said second rotor having bearing surfaces adapted to engage with the concavebearing surface of rotor, and

said first rotor upon opposite sides of the axis thereof when said frame is swung about one or the other of said centers.

13. A speed changing mechanism including a rotor havinglan annular oilcavedeiession in a lateral face tlicreo surrounding a central prominence, a second 'rotor havingabearing surfaceyadapted to 'enga e the sui-face of the concave de ression oftiie first rotor, a shaft on the en' of which said second rotor is mounted, a frame in which said shaft isjournal'ed; curved slots in the end of said frame lremote from saidsecond ivot pins fitting in said slots, saidpins a apted to act alternately as pivf` otal supports about which said frame may` be swung.

A14:. speed changing mechanism includ# ying a rotor having an annular concave depressionin a lateral face thereof surrounding a central prominence, a second rotor having a bearing surface adapted to engage the surface'of the concave' depression of the first rotor, a shaft on the end of which said second rotoris mounted, a frame in which said shaft is journaled, curved slots in the end of said frame remote from said second rotor, pivot pins fitting in said slots, said pins adapted to act alternately as pivotal supports about which said frame may be swung, a movable memberon which said pins are mounted, and means for moving said mem-4 'face of the concave depression of the ist;

rotor, a shaft on the end of which said second rotor is mounted, a frame in which said shaft is journaled, curved slots in the end of said frame remote from said second rotor, pivot pins fitting in said slots, said pins adapted to act alternately as pivotal supports about which said frame may be swung, a movable member on which said pins are mounted, a spring for moving Vsaid member in one direction, and a lever for moving said member in the opposite direction.

16. A speed changing mechanism including a pair of rotors having engaging lateral faces, a shaft upon the end of which one of said rotors is mounted, a frame in which said shaft is journalcd and which is ada ted to swing about an axis located at one si e of the axis of rotation of said rotor, a movable member to which said frame is pivoted, and

eans for moving said member in one direction or the other to cause said faces of said rotors to be brought into driving engagement or to be separated.

17. A speed changingmechanism including a pair of rotors 11a-vlug engaging lateral v faces, a shaft upon the end ofwhieh one of Said rotors is mounecl, a fra-me in which said shaft is journaled and which is adapted to swing about an axis located at one side of the axis of rotation of seid rotor, a, movable member to which said 'frame is pivot-ed, a spring act-ing to move said member to hold 10 the faces of said rotors 1n driving engagesaid faces.

lliitness my hand this 28th day of April, l 1913. f

JAMES C. URR.

Witnesses JAMES M. EDWARDS, `W1Lnmn MORRIS.

Images