Epicyclic Gearing Without Teeth
Page 68
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A Resume of Recently Published Patent Specifications
A SOMEWHAT new departure in change-speed gears is ti described in the two patents of E. L. Godfrey, of Woodchester Works, Woodchester, near Stroud, Gloucesterahire, numbered 354,376 and 354,377.
The main feature of the invention would appear to be the way in which friction, instead of teeth, is employed in a gear of the epicyclic type, but unfortunately the specification does not make clear to us some features. We hope however, that at Some future date we may have an opportunity for seeing and testing such a gear.
The right hand of the shaft shown is that at which the power of the engine is applied, and the two coned sleeves (b and dl), being aplined to the shaft, rotate with it, although no splines are shown. These cones are pressed in a gripping direction by means of springs, as shown, and form the sun wheels of the epicyclic gear.
Instead of the usual planet pinions there are several slightly tapered rollers which are surrounded by outer rings and are supported by carrier discs in the usual manner. The carrier disc on the right hand is surrounded by a brake (x) which can contract and hold it. still. A similar brake (w) is provided to arrest the sleeve (k). A third brake (q) is provided which can expand against either the arum (o) or can be moved to the left so that it expands against the adjacent drum.
The expanding of this brake is caused by the movement of the lever (hl), and it is brought about by the sliding of the ring (r), which has a sloping face; the bell-crank lever being operated by a cam on the selector mechanism.
The planet rollers are mounted on bearings which permit themto rock on their pins. Provision appears also to have been made for a rocking movement of these pinions, by the rings (y) which run on ball bearings, and the parts (p) which enter grooves in the rollers. The object of this part of the design is not made clear to us by the specification.
One More Locking Nut. THERE would appear to be no end to the efforts which
have been made to provide a nut which will not work loose, although so few of the designs have gained any popularity. The latest to enter the field is a Belgian inventor, Leon Micha, of 13, Rue Gerard, Antwerp, the patent being numbered 354,602.
This nut is of the class in which the face bearing against the part that it is to hold, is at a slight angle with the axis B50 of the nut, thus putting a slight sideways strain on the bolt, as shown at B, but added to thin is the feature that the nut is slotted in two places, thus allowing it to cant when tightened.
It is claimed that when the nut cants the threads on the interrupted part dig into the threads of the bolt, preventing it fromworking loose.
Rear Springs for Front-wheel-driven Vehicles.
THE names of The Birmingham Small Arms Co., Ltd., and F. W. Hifise appear in patent No. 354,505, which relates to springs for the rear axles of vehicles which are driven by the front wheels.
The springs are of the quarter-elliptic type, and being d3uble afford a support for the rear axle, which, it is claimed, will better resist the reaction of the brakes than will the usual construction. The springs support on each side a bracket which is bored to take a tubular axle (11), and is provided with a clamping screw to holdit; a stub axle (9), formed integral with the bracket, carries the bearings of the wheel.
A Constant-velocity Universal Joint.
A_ UNIVERSAL joint, which is claimed to be particularly useful in vehicles where the front wheels act as drivers and steering wheels, is described in patent No. 354,460, by C. W. Weiss, 1,050, Ocean Avenue, Brooklyn, U.S.A.
Another feature which is claimed for this form of joint is that it will transmit power effectually at angles such as are required for steering wheels, and that at such angles it will endure the greater torque neceasary for the driving of wheels direct, which is obviously more than can usually be endured by universal joints situated in the ordinary transmission line.
The halves are similar in form, each having three prongs; the mating laces do not, however, actually touch, but are separated by balls situated in grooves, the balls taking the full load, thus reducing friction. The view on the left is a section longitudinally, which shows the curves of the hall grooves, which are of irregular form, crossing each other, which necessitates the ball remaining -in a central position, regardless of shaft angles.
The view on the right is a section on the line 2-2, parts al belonging to one shaft, whilst thp parts hi belong to the other shaft ; no dear description, however, is given a how the balls are introduced into their grooves.