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Publication numberUS657057 A
Publication typeGrant
Publication dateAug 28, 1900
Filing dateFeb 26, 1900
Priority dateFeb 26, 1900
Publication numberUS 657057 A, US 657057A, US-A-657057, US657057 A, US657057A
InventorsCarl H Blomstrom
Original AssigneeLake Shore Engine Works
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Gear mechanism.
US 657057 A
Abstract  available in
Images(3)
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Claims  available in
Description  (OCR text may contain errors)

No. 657,057. Patented Aug. 28,- I900. C. H. BLOMSTROM.

GEAR MECHANISM.

' (Application filed Feb. 26, 1900.)

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No. 657,057. Patented Aug. 28, I900.

C. H. BLUMSTROM.

GEAR MECHANISM.

(Application filed Feb. 26, 1900.)

(No Model.) 3 Sheets$hqet 3.

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/ \l s I J s. L W I My 1! 1 I Unirnn STATES PATENT OFFICE.

CARL II. BLOMSTROM, OF MARQUETTE, MICHIGAN, ASSIGNOR TO THE LAKE SHORE ENGINE WORKS, OF SAME PLACE.

GEAR MECHANISM.

SPECIFICATION forming part of Letters Patent No. 657,057, dated August 28, 1900. Application filed February 26, 1900. Serial No. 6,470. No model.)

To all whom it may concern:

13c it known that I, CARL H. BLOMSTROM, a resident of Marquette, county of Marquette, State of Michigan, have invented certain new and useful Improvements in Gear Mechanism, of which the following is a full, clear, and exact description.

This invention has relation more especially to that class of gearing in which provision is so made whereby the mechanism or part driven may be caused to move either in the same direction as the drive-shaft leading from the engine or in a direction opposite to the direction of revolution of the drive-shaft or in [5 which the driven part or mechanism may be maintained in a condition of rest without the stoppage of the drive-shaft.

My invention as embodied in the accompanyin g drawings is particularly well adapted for communicating motion to the propeller of a boat from an explosive or like engine, since it affords a means whereby the continuous movement of the drive-shaft in the same direction may be caused to impart movement either in the same or opposite directions to the propeller shaft, or by bringing the gearing to a neutral position the propeller shaft will remain at rest.

WVhile I have shown in the accompanying o drawings what I regard as the preferred embodiment of my invention, it is manifest that the invention may be widely modified without departure from the spirit thereof, and I do not wish the invention to be understood as restricted to the precise details of construction hereinafter described.

Figure l is a view in side elevation of an improved gearing embodying my invention, the inclosing casing being shown in central 0 vertical section. Fig. .2 is a View in vertical longitudinal section through the casing and mechanism contained therein. Fig. 3 is a view in cross-section on line 3 3 of Fig. 1. Fig. at is a view in central horizontal section,

5 the upper part of the inclosing casing being removed. Fig. 5 is a detail plan view, parts being shown in section, of the gear mechanism within the casing. Fig. 6 is a detail plan view of one of the washers. Fig. 7 is a detail side view of one of the clutch-shoes. Fig. 8 is a detail face view of one of said shoes.

Fig. 9 is a view in vertical cross -section through one of the screw-pinions. Fig. 10 is a detail view, in side elevation, of the screwstud.

My improved mechanism is preferably inclosed Within a casing that is formed of the sections A and A, these sections being provided with suitable flanges whereby they may be bolted together, as at a, and the section A being formed with an expanded base a. At one end of the casingjormed of the sections A and A is an opening through which passes the drive-shaft B, and at the opposite end of the casing is formed an open- 6 ing through which passes the driven shaft C. The inner end of the shaft B has keyed thereto a gear-wheel b, and in like manner the inner end of the shaft 0 has keyed thereto a similar gear-wheel c. The extreme inner 7o ends of the shafts B and 0 set within suitable seats formed in a hub D, through which hub passes a cross shaft or axle E, that is keyed to the hub D, so that it will partake of the revolution of the hub, but will have no inde- 7 pendent revolution with respect thereto. Upon the opposite ends of the cross shaft or axle E are loosely mounted coupling-gears F and F, the teeth of which mesh with the gears b and c on the drive-shaft and the driven shaft. Each end of the axle or cross shaft E is formed with a thread 6, with which engages a corresponding thread g, formed upon the interior of a pinion G. The pinion G has its hub provided with an annular groove 8 9, adapted to receive a pin h, that projects inwardly from the side Wall h, that overlaps the hub of the wheel G and is formed on a shoe H. By reference to Figs. 7 and 8 the construction of the shoes 11 will be seen, and it will be observed that each of the shoes is formed with a hole h through which passes a screw h the reduced threaded end of which enters a threaded seat in the corresponding end of the crossshaft E, the purpose of this 5 screw 71, being to retain the shoe against lateral movement, while permitting it to move to a limited extent in the direction of the length of the shaft E. Each of the shoes H has a curved bearing-surface, adapted to en- 1CD gage a corresponding surface a formed upon the interior of the casing-sections A and A.

I Between each of the pinions G and adjacent disk M, that projects radially from a collarv M, loosely mounted on the shaft B. This collar M is shown as formed with an annular groove to receive a ring on, to the trun nionpins m of which is pivotally connected the yoke-shaped shifter-lever N, that is pivoted,

as at n, to a bracket a projecting outwardly from one end of the inclosing casing. means of the lever N the collar lvlflandid'isk M may be shifted back and forth, for thepurpose to be presently stated. From the disk M project inwardly the rack-barsM and M that engage the pinions Gat the opposite ends of the cross-shaft 'E, and by shittingthe collar M and disk Ma partial .revolutionwill' be imparted to the pinionsG, 180 as tocause these pinions to force the coupling-gearsF and F to bear upon the hub Dor to" release the gears F and F from the hub D and force the shoes H against the bearing-surfacecfi-of the inolosing casing, or by the shift -.of the disk M the pinions G may be brought to neutral ppsition, at which pointthecouplinggears F F will berdisengaged from-the hub D and the shoes H, will be disengaged from the bearing-surface a of the incloising casing.

From the foregoing description it will be seen that when the. shifting-leverN is moved to the position shown in Figs. 1 and 2 of the drawings the inward movement of thelever N and collar M :will be such .as to cause the rack-bars M and M to soturn thepinions'G' as to force the coupling-gearsF F" into .firm.

engagement with the hub D, so that these gears F F are no longer free torevolve. Now, inasmuch as the gears FF are in engagement with the gear-wheels 1) and c, itisimanifest that if revolution be imparted to :the driveshaft B then revolution in like direction will be imparted to the driven shaft 0. If now, however, it isdesired to reversethe direction of revolution of'the driven shaft C,t heopferator will shift the lever Nso as vto force the collar M and disk M to its extreme outward position-that is to say, in position the reverse of thatillustrated in Figs 1. and2 ofthe As the disk M is moved to-such drawings. position the rack-bars M and M will impart partial revolution to their correspondingpin- I ions G, thereby causing thesepiniOns tCI-InOVB outward and to force the shoes 11 into .firm' bearing with the surfaces a of the vinclosing casing. This engagement of the shoesHwith the bearing-surface a will holdthe shoes and shaft E against revolution,-whil e at the same time the couplin -gears F .F are left-freeto' revolve upon the cross-shaftE. Hence it will 1 be seen thatif revolution be given to the drive The hub D is the opposing faces of the rings.

shaft B it will be transmitted through the gear-wheel b, coupling-gears F F, and gearwheel 0 to the driven shaft 0, thereby revolving said drive-shaft in opposite direction. If now it is desired to allow the driven shaft 0 or part of the mechanism connected therewith (such,-for.example, as a propeller-wheel) to remain stationary, then the operator will shift the lever N to such extent as will bring the disk M and collar M to a point midway between extreme positions. This will have the effect of turning the pinions G such distance as to relieve the shoes H from engagement with the bearing-surface a of the inclosing casing, while at the same time leaving the coupling-gears F F disconnected from the hub D and gfreeto revolve upon the shaft EE. Assuming, therefore, that thereis slight resistance :lrp onythe driven shaft 0, it will be s e,en that .whenrevolution is imparted to the driveshaft'B thecoupling-gears F F and hub D will merely revolve and travel orbitally without imparting revolution to the driven shaft 0.

It will beobser-ved that the shoes H are cut away, as at h, to engage correspondinglyfi li zawfty portion-s d -of the hub extensions D, the .purposeofthis arrangement being to hetterhold the shoes against displacement. Thedriven shaft Ois shown as passing through ing-rings areinterposed ball*bearings T, that are held within annulargrooves formed upon The ring R isiconnected by a set-screw r to the shaft 0, while-the rings S S looselyencircle the shaft andareheld-stationary. The rings R, S, and S arecontai-ned within a ,cap W, that is conheated by a threaded joint 10 to the correspondingly-threaded flange or extension a, aroundthe centratopening of the inclosing casing. ,Alock-nutY is also mounted upon the threaded flange or extension of the easing, the purpose of this lock-nut being to retain the cap W in any position at which it maybeset. Itwillreadilybe seen that when wearroecurs between the rings R, S, and S such wear-may be taken up by an adjustment of the cap W, and when properly adjusted thecap will be heldin fixed position by means of the lQCk-rIlUil Y.

It is obvious not only that the precise details of construction above set out may be varied without departing from the spirit of lle invention, but that-features of the invention maybe adopted without its employment as a ent e y.

Havingzthusdescribed my invention, what I claim asnew, and desire to secure by Letters Patent, s

1. .A gear mechanism for connecting a drivingfihafttor part and a driven shaft or part, .comprisinga gear-wheel united to the driving shaftorpart, agear-wheel united to the driven-shafto-r part, acoupling gear connecting-saidabove-mentioned gear-wheels, a hub or support interposed between said driving ICC and said driven shafts or parts and whereby said couplingear is sustained,mechanism for directly locking said coupling-gear to said hub or support to prevent the revolution of said gear about its own axis and for freeing said coupling-gear whereby said driving and said driven shafts or parts may be caused to revolve or not to revolve in the same direction.

2. A gear mechanism for connecting a driving shaft or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part, a gear-wheel united to the driven shaft or part, two oppositely-disposed coupling-gears connecting said above-mentioned gears, a hub or support interposed between said coupling-gears and between said driving and said driven shafts or parts, and whereby said coupling gears are pivotally sustained, mechanism for directly locking said coupling-gears to said hub or support to prevent their revolution about their own axes and for freeing said coupling-gears in order to allow them to revolve.

3. A gear mechanism for connecting a driving shaft or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part, a gear-wheel united to the driven shaft or part, a couplingear connecting said above-mentioned gear-wheels, a hub or support interposed between said driving and said driven shafts or parts and whereby said coupling-gear is sustained, mechanism for directly locking said coupling-gear to said hub or support to prevent the revolution of said gear about its own axis and for freeing said coupling-gear, and for directly locking said hub or support against revolution.

4. A gear mechanism for connecting a driving shaft or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part, a gear-wheel united to the driven shaft or part, a coupling-gear connecting said above-mentioned gear-wheels, a hub or support interposed between said driving and said driven shafts or parts and whereby said coupling-gear is sustained, said hub or support being provided with one or more movable shoes, a stationary brake member adapted to be engaged by said shoe or shoes, mechanism for locking said couplingear to said hub or support to prevent the revolution of said gear about its own axis, and for releasing said couplinggear and for moving said brake shoe or shoes against said brake member to arrest the movement of said hub or support.

5. A gear mechanism for connectingadriving shaft or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part, a gear-wheel united to the driven shaft or part, a coupling-gear connecting said above-mentioned gearwheels, a hub or support interposed between said driving and said driven shafts or parts and whereby said coupling-gear is sustained, said hub or support being provided with an axle whereon said coupling gear is pivotally mounted and upon which axle said couplinggear is mounted in manner free to slide into and out of engagement with said hub or support, a movable brake-shoe carried by said hub or support and mechanism for locking said couplingear to said hub and for releasing said eoupling-gear from engagement with said hub or support and for checking the movement of said brake-shoe.

6. Agear mechanism for connecting a driving shaft or part and a driven shaft or part, comprising a beveled gear-wheel united to the driving shaft or part, a beveled gearwheel united to the driven shaftor part, said gear-wheels being mounted to revolve'in par allel planes, two coupling-gears connecting said above-mentioned gear-wheels, a hub or support interposed between said gear-wheels and said coupling-gears and provided with axles whereon said coupling-gears are journaled in manner free to revolve and to slide lengthwise thereof, means for looking said coupling-gears to said hub or support and for releasing said coupling-gears therefrom, and means for arresting the motion of said hub or support while allowing the couplinggears to revolve upon their own axes.

7. A gear mechanism forconnectinga driving shaft'or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part, a gear-wheel united to the driven shaft or part, a coupling-gear connecting said above-mentioned gear-wheels, a hub or support interposed between said driving and said driven shafts or parts, said hub or support being provided with a screw-threaded shaft or axle whereon said coupling-gear is mounted in manner free to revolve and to move lengthwise thereof, a screw-threaded wheel mounted upon said axle and means for revolving said screw-threaded wheel in order to shift said couplinggear upon its axle to effect the locking of said coupling= ear to said hub or support,

8. A gear mechanism for connecting a driv ing shaft or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part, a gear-wheel united to the driven shaft or part, a coupling-gear connecting said above-mentioned gear-wheels, a hub or support interposed between said driving and said driven shafts or parts, said hub or support being provided with a screw-threaded axle or shaft whereon said coupling gear is mounted in manner free to revolve and to move lengthwise thereof, a screw-threaded pinion mounted upon said threaded axle, a rack bar engaging said pinion, and shifting mechanism for operating said rack-bar and pinion in order to move said oouplinggear into and out of engagement with said hub or support,

9. A gear mechanism for connecting a driving shaft or part and a driven shaft or part, comprising a gear-wheel united to the driving shaft or part,a gear-wheel united to the driven shaft or part, a coupling-gear connecting said above-mentioned gear-wheels, a hub or support interposed between said driving and said driven shafts or parts, said hub or support being provided witha threaded axle whereon said coupling-gear is mounted in manner free to revolve and to slide lengthwise thereof, a screw-threaded pinion carried by said axle, a brake-shoe connected to said pinion, a shiftable rack for turning said pinion in order to effect the engagement and disen gagernent of said coupling-gear with said hub or support, and a stationary brake member against which said brake-shoe may be forced by said pinion.

10. A gear mechanism for unitinga driving shaft or part and a driven shaft or part comprising two beveled gear-wheels arranged torevolve in parallel planes and connected respectively to the driving and the driven shafts or parts, two beveled coupling-gears uniting said gear-wheels, a hub or support arranged between said gear-wheels and said couplinggears and provided with a threaded axle or shaft whereon each of said coupling-gears is revolubly and axially movable, screw-threaded pinions mounted upon said shaft outside of said gears and whereby said gears will be shifted, brake-shoes connected to said pinions, a stationary brake member with which said brake-shoes may engage, rack-bars enrevolve in parallel planes and connected respectively to the driving and the driven shafts or parts, two beveled coupling-gears uniting said gear-wheels, a hub or support arranged between said gear-wheels and said couplinggears and provided with a threaded axle or 'shaft whereon each of said coupling-gears is revolubly and axially movable, screw-threaded pinions mounted upon said shaft outside of said coupling-gears and whereby said gears will be shifted, brake-shoes connected to said pinions, a stationary brake member with which said brake-shoes mayen gage, rack-bars engaging said pinions and a revoluble shifting device carrying said rack-bars and connected with said hub or support, said shifting device comprising a slidable sleeve mounted upon the driving-shaft and provided at its inner end with a lateral disk or extension carryin g said rack-bars.

CARL H. BLOMSTROM. \Vitnesses:

FRED H. BEGOLE, J. FRED KERN.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2495016 *Nov 12, 1947Jan 17, 1950Albert W MesickSelf-locking and unlocking differential gear system
US4565109 *Dec 27, 1983Jan 21, 1986Tsay Chi ChourInstantaneous direction changing rotation mechanism
Classifications
Cooperative ClassificationF16H3/60