Transmission-Gearing. Page: 3 of 5
2 sheets, 3 p. : ill. ; 23 cm.View a full description of this patent.
Extracted Text
The following text was automatically extracted from the image on this page using optical character recognition software:
UNITED STATESPATENT OFFICE.
SAMUEL W. BLEVINS, OF CLARENDON, TEXAS.
TRANSMISSION-GEARING.
986,677. Specification of Letters Patent. Patented Mar. 14, 191,1.
Application filed September 23, 1910. Serial No. 583,447.To all whwm it may concern:
Be it known that I, SAMUEm W. BI:vINs,
a citizen of the United States, residing at
Clarendon, in the county of Donley and
5 State of Texas, -have-invented a new and
useful Transmission-Gearing, of which the
following is a specification.
This invention, relates to transmission
gearings and consists in the novel construc-
10 tion and arrangement of its parts herein-
after shown and described.
The object of the invention is to provide
improvements in speed changing power
transmission gearing of the class generally
15 known as the sliding gear transmission and
the principal object of the present invention
is. to provide means for securely holding
and locking the sliding gears against move-
ment to effect a change of speed until such
20 time as the direct or frictional connection
between the engine shaft and the driven
shaft is interrupted. When this is done the
change of speed may be readily effected
thereby preventing the possibility of strip-
25 ping the teeth from any of the gear wheels
during the time that the change of speed- is
being made.
In the accompanying drawings :-Figure
1 is a side elevation of the transmission gear-
30 ing with parts broken away and parts in,
section. Fig. 2 is a horizontal sectional view
of the transmission gearing.
As shown in the drawings, 1 is the crank
shaft mounted in suitable bearings in the
35 crank case 2 of a double opposed motor, said
crank case being formed integral with the
lower half of the casing 3 of the power
transmission mechanism.
4 is the driven shaft, mounted in suitable
40 bearings in the casing in axial alinement
with the crank shaft and 5 is a driving
shaft connected with the end of the crank
shaft by a friction clutch 6. A reduced end
7 of the crank shaft projects into the end
45 of the tubular portion 8 of the driving shaft
with a bushing 9 interposed between them
and the bearing end of the said driving
shaft projects into the opposite end of the
tubular portion and is securely and rigidly
50 keyed therein, said driving shaft being thus
made in two parts for convenience in manu-
facturing. Said bearing end is supported
in a suitable babbitted bearing 10 on the
casing and it is axially bored inward from
55 its rear end to receive a reduced end of the
driven shaft and form a clearing therefor.A small axial bore 11 in said end extends
therethrough to conduct oil inserted in the
tubular portion of the shaft through an oil
hole 12 therein to the bearing for the rigid 60
end of the driven shaft.
The clutch 6 consists of a facing disk 13
secured upon the forward end of the tubu-
lar portion 8 of the driving shaft and an
opposed facing disk 14 with a series of fric- 65
tion disks 15 and 16 between the disk 15
being attached to the shaft to turn therewith
and slide longitudinally thereof and the
disks 16 being of greater diameter and
formed with notches in their periphery to 70
receive the end of a yoke.17, which is rigidly
secured to the crank shaft of the engine to
cause said disks 16 to turn with the crank
shaft. On the back of the facing disk 14 is
a longitudinally extending sleeve 18 and 75
sleeved upon the driving shaft within this
sleeve between said disk and a collar 19 on
said shaft is a heavy coiled spring 20 which
normally exerts a force to move the facing
disk 14 toward the facing disk 13 and clamp 80
the friction disks between.
On the rear end of the sleeve 18 is sup-
ported a ring 21 with balls interposed _be-
tween the'sleeve and ring to turn freely and
a ring yoke 22 embraces said ring and is 85
pivotally attached thereto at each side by
pivot bolts passing through the yoke and
engaging seats on the ring. Between ears
at the upper and lower sides of the yoke are
journaled rollers 23. An adjusting pin 24 is 90
pivotally attached at one end to the ears
on the upper side of the yoke and slides
within a bearing provided therefor in the
casing, the opposite end of the said pin being
screwthreaded to receive an adjusting nut 95
which may be adjusted to limit the inward
movement of said pin, the same being free
to slide outward in its bearing when the
yoke is rocked by the engagement of the
cam 25 with the upper friction roller 23, 100
said cam being secured upon the transverse
shaft 26 mounted in bearings in the'upper
part of the casing and provided with an op
erating lever 27 which is preferably in the
form of a foot lever or treadle. 106
Formed upon the bearing end of' the driv-
ing shaft 5 is a gear 34 having a long face
and upon the adjacent forward portion 35
of the driven shaft is a mounted gear wheel
36 to slide freely thereon, said gear wheel 110
being formed with internal teeth 37 to en-
gage the gear 34 and thus when said gear is
Upcoming Pages
Here’s what’s next.
Search Inside
This patent can be searched. Note: Results may vary based on the legibility of text within the document.
Tools / Downloads
Get a copy of this page or view the extracted text.
Citing and Sharing
Basic information for referencing this web page. We also provide extended guidance on usage rights, references, copying or embedding.
Reference the current page of this Patent.
Blevins, Samuel W. Transmission-Gearing., patent, March 14, 1911; [Washington D.C.]. (https://texashistory.unt.edu/ark:/67531/metapth512764/m1/3/: accessed July 18, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.