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Ang. 2, 193s. 2,125,526 s. TRIMBA‘rl-l POWER TRANSMISSION` MECHANISH originaL'Fned Dec. 1, 1932 5 sheets-sheet 1 QM, @ì/m/âzefm 2, 1938. s. TRIMBATH 2,125,526 v .POWER TRANSMISSION MECH‘ANISM original Filed-Dec. 1, 1932 5 sheets-Sheet 2 «5d/„aal / 777272.60172 A v / l / v Aug. 2, 1938. ' 2,125,526 s. TRIMBATH POWER TRANSMISSION MECHANISM Original Filed Dec. l, 1932 lw 5 Sheets-Sheet 3 my s\\'\ \ l, i âamúe/ ’ Allg- 2, 1938~ l s. TFàlMBATH 2,125,526“ POWER TRANSMISSION MECHANISM y « originalriled Dec. 1, 1932 F514 5 Sheets-sheet 4 Al1g~ 2, 1938- s. TRIMBATH 2,125,526 POWER TRANSMISSION MECHANISM original >Filed Deo. 1, 1932 1:' 1 :1.18 731. /37 /50 /3//26 125 5 sheets-sheet 5 Patented Aug. y l2, 1938 2,125,526` l ` UNIT-Ec- sTATEs PATENT OFFICE 2,125,526 POWER TRANSMISSION -IMECHANISMÍ Samuel Trìmbath, Kalamazoo, Mich., assignor, by mesne assignments, to Willys-Overland Motors, Inc., a corporation of Delaware ' ' Application December 1, 1932, Serial No. 645,217. Renewed November 13,I 1937 ` This invention relates -to power transmission parallelism-between corresponding pitch lines of mechanism and more particularly to transmis sion mechanism utilizing clutching means of the the clutching teeth or projections which may arise by reason of irregularities in manufacturing or distortion during heating treatment of the parts. The loosenessor clearance allowed between theV 5 support and the shiftable element will cause al ternate, diametrical, frictional stresses tending to interengaging projection type for completing 5 ltransmitting power fnoin a _prime mover to the driving connection as for example in drive wheels of an automotive vehicle.' In a power propelled vehicle of ordinary con struction incorporating an internal combustion 10 engine of the variable speed type as a prime mover, it is usual lto interpose an arrangement of speed reduction gearing or a gear train prior to the final drive to the drive Wheels of the vehi cle as it hasV been found desirable at starting and 15 at slow speeds to employ such a speed reduction. by reason of the fact that the power developed by >an internal combustion engine increases with the speed of the‘engine. Thus, to insure an effective ' driving torque in starting an automotive vehicle 20 of this character and operating same at slow speeds. or underheavy loads, a speed reduction gearing or gear set is usually employed to- obtain disengage the elements so as to cause a linear “creeping” of the .movable element which “creep ing” is particularly aggravated by periodic accel- 10 eration and deceleration of the prime mover. 'I'his undesirable condition may also arise by reason of misalignment of the shafts or supports carrying the respective inter-enmeshable clutch ing elements which may be caused by irregulari- 15' ties in manufacturing even if the shiftable ele-, ment is properly 4aligned with its- supporting shaft. 'I'he inter-enmeshable elements would underthis situation tend‘to -“creep” linearly as the axes of the shafts supporting these elements, 20 ` if out ofalignment, would rotate with a slight angularity one .with respect'to the other, the same being true with respect to the inter-en meshable elements carried thereby/ which under the friction stressv existing between the interlock- 25 ing portions of such elements çwould result in a tendency of separating these elements under. sufficient power from the prime mover. It has,v been found that in prior constructions -of gear; 25. setsinwhich various ratios of speed may be ob tained' between the prime mover and the final drive by the shiftable interenmeshment, engage ment or disengagement of interlocking elements l stress or load, as they are bound to move in a dl or members having interlocking /portions or pro-I rection of least resistance in event there is a lon 30 j_ections, that during the transmission of driving gitudinal stress set up as hereinbefore explained. 30 torqueA certain of these'elements tend to become This condition produces at or substantially at demeshed or disengaged. This tendency toward the pitch line or normal engaging point of the demeshment of. elements under driving torque is inter-engaging clutching projections a theoreti particularly prevalent whenga toothed meinberior 35 clutching gear is enmeshed with aucorrsespond ingly toothed or recessed element in an' arrange ' ment wherein one or both ofthe elements are capable of being shifted to an interlocking posi tion or to a disengaged position.; Among the var r40 ious reasons given for this apparent mechanical imperfection-is attributed to a required clearance xto effect a relative shifting or ysliding of one or both of the toothed or recessedelements to en ' gaged or disengaged position. This clearance is -45 suflicient in -some cases when the parts are en gaged under driving "stress'or torque to result in .an'oscillating action of. one element with respect to the other in a planesubstantially at right . angles to the axes of- the intereng'aging elements, cal spiral wind of the fpoints on the line of engage ment of the teeth of these elements. 35 'I'he condition hereinbefore explained is gen erally present in the usual transmission or gear set incorporating shiftable or sliding enmeshable toothed members for obtaining various speed ra tios and is particularly characteristic of the type 40 of gear train for the transmission of power wherein vcertain gears thereof are in constant mesh `l>While a separate shiftable element is em ployed as a means lof changing the speed ratio in certain types through the use of synchronizing- 45 cones or other means for bringing the d¿ ying and driven elements substantially to .the sai/ff e speed. before the interenmeshment of drive connection. 'I'he diiiiculties heretofore'explained- are present in a ‘constant meshv gear transmission. and are 50 more aggravated as the driven gears are general walls of corresponding recesses tends to -cause a l ly of helical type so that thereis a lateral thrust disengagement- of the elements;L Another reason imparted to the driven gear and as the latter is SOjWhich oscillating action under the influence of ' the friction of the interengaging teeth and the tending to cause disengagement of the clutching 5_5 elements under load is attributed to a lack of usually slidably supported upon a shaft orf-«other support, that because of such ‘lateral thrust, the 55 _ 2 3,125,526 drivenhelical gear tends to tilt thus causing a slight misalignment of the gear and the shiftable means for establishing a drive connection there with, such arrangement accentuating the tend ency of _the shiftable element to linearly or axially “creep” out of driving engagement. ' \ AFigure 9 is a view siníilar to Figure 2 showing a mod_ißed form of the invention with the clutching elements in disengaged position; Figure 10 is a vertical sectional view >taken sub stantially on the line I Il-'Illr of Figure 9; Figure 11 is a vertical sectional view taken sub As one `of Vthe objects, this invention embraces 'stantially on a line II-II of Figure 9; an arrangement of power transmission mecha nism wherein the tendency of relatively shiftable 10 interengaging elements to become disengaged is substantially eliminated. A ' A. Figure 12 is a view showing one of the clutch ing elements of the arrangement shown in Fig ure'9; ‘ » » ` . . 10 Figure 13 is arvertical transverse sectional view The invention contemplates the provision oi‘ showing the driving and driven elements of the simple ' and effective means for establishing a drive between driving and driven elements where 15 in satisfactory transmission oi.' power maybe ob tained and wherein-the tendency of the shiftable element to become disengaged is substantially eliminated without the use of additional means. A further object of the invention is the provi 20 sion of improved clutching means for use in~ a power transmission arrangement wherein a satis factory drive for the'transmission of power is ob tained and the weight of certain of the elements reduced. ` j y lStill a further object of the invention is the pro-1 vision of a gear train incorporating nshiftable ele ments for obtaining various speed ratios between the driving and driven elements which is inex-l pensive to manufacture. - 'I'he invention also embraces a method of pro ducing certain“ of the elements forming a part of the present invention. Further objects and advantages are within the scope of this invention such as relate to the ar .35 rangement, operation and function of the related elements of the structure, to various details of construction and to combinations of parts, ele ments per se, and to economies of manufacture f 'and numerous other features as will be apparent from a consideration of the specification and drawings of a form of the invention, which maybe form of the invention shown in Figure 9 in inter engaged or driving relationship; ' Figure 14 is a view similar to Figure 13 showing a modiñed arrangement wherein certain oi' the clutch- projections are removed from the driven member; f - A Figure 15 is an enlarged fragmentary detailed view showing the clutching arrangement illus trated in Figure 14; i ' ^ . Figure 16 is a view similar to Figure 3 with certain recesses of the driven member enlarged in a modified form of clutching arrangement; Figure 1'? is a fragmentary detail view showing a portion of one of the elements illustrated in Figure 16 showing- the enlarged recesses; Figure 18 is a view similar in part to Figure 1 «showing another arrangement 4of power trans mission mechanism~ or gear train incorporating 30 the arrangement of my invention; Figure 19 is an enlarged detailed sectional view taken substantially on the line I9-I 9 of Figure 18 showing inter-enmeshment of certain driving and driven elements incorporating my invention; 35 Figure 20 is a view 'similar to Figure 19 illus-r trating the interengagement or inter-enmeshment of driving and driven elements incorporating an other form of my invention. - I have »shown the arrangement of my- invention 40 as incorporated in and having particular use preferred, in which: ~ . with~ a gear set or system of gearing for trans Figure' 1 is a vertical sectional view through a mitting power from an internalcombustion en variable speed gear train or transmission mecha= gine of the variable speed type to the drive wheels nism incorporating one arrangement of my inven- - of an automotive vehicle in which for satisfac tion;l / tory operation it is desirable to employ means to Figure 2 is an enlarged view showing certain `have a diil'erent ratio of speed between the en elements in interengaged or driving relationship gine and the drive wheels under certain condi- ' of the arrangement illustrated in Figure 1 show tionsfbut it is to be understood that the arrange sol ing one form of the invention; . ment of my invention may be used in any power 50 _ Figure 3 is a vertical sectional view taken sub transmission system 'where two or more driving ’.stantially on the 'line 3_3 of Figure 2 showing or driven elements are incorporated having oper one arrangement of interlocking projections o! ative drive or clutch connection therebetween, the clutching elements; ' . and that I contemplate the arrangement and Figure`4 is an enlarged view of a portion of one utilization of my invention in any power trans of the toothed elements of the arrangement shown mission system or in any place where it is desired in Figure 3 illustrating the reduction in size of to secure satisfactory drive connection between certain teeth or driving projections thereof; mechanical elements. ^ Figure 5 is a- view similar to Figure 3 showing Referring to the drawings in detail and partic another arrangement of the driving or clutching ularly Figures 1 to 4, inclusive, I have illustrated a projections 'of certain oi.' the elements of trans power transmission mechanism, gear train or gear mission mechanism; ' set of a type particularly usable in obtaining vari Figure 6 is an enlarged view showing one of the able speed ratios between an internal combustion toothed or driving projections of one of the ele ~ ments illustrated in Figure 5 showing the method of reducing the size oi'certain teeth or driving projections; l engine and drive shaft or drive wheels of an automotive vehicle wherein numeral I0 illustrates a housing enclosing theñy wheel I2 and a rev oluble clutch housing I3 enclosing friction clutch ‘ Figure -7 is a view similarv to Figure 3 showing mechanism only a portion of the driven disc being another modiiied arrangement of clutching ele- ` illustrated as at I5. L6 illustrates a portion of the ments; y engine casing, I‘I_ the extremity of the" engine 70 Figure 8 is an enlarged fragmentary view show crank shaft or other portion of a power unit or ing a portion of one of the elements of Figure 8 prime mover. I9 illustrates one of the usual op villustrating in detail the coniiguration of >certain erating control'pedals of the vehicle, 20 an up of the clutching teeth of the arrangement shown right casing secured to the casing I0 in which is in Figure '1; pivoted by means of a ball joint 22 a shifting 2,125,526 3 . lever 'z3 having manipulating handle portion u, . whereby shaft 52 is rotated at a reduced speed as the lower v_end of the rod 23 being connected by compared witlr rptation of shaft 38.` When it is means of yokes 28 to longitudinally movable. or desired to effect a higher speed of -shaft 52 with slidable rods, only one of which is shown i‘n-Fig-f' respect to shaft 38,lthe lever_23 is moved to a dif ur'e -1 as at ,28 which performs Athe'i'unction of ferent position moving shaftc 28 and gear 84 to the meshing and'demeshing certain geìrsin a man 'position illustrated in Figure I_demeshing gears ner to be hereinafter explained. - A 84 and-58„ further movement of the lever 23jac Positioned immediately 'at the rear ofthe' ces . «16 ing Il is a lhousing 38 having end walls 3l and 32. Fixed to the forwardv portion of the wall 3| of ' the‘casin’g 38 is a.- sleeved bracket 34 carrying a thrust bearing 38 for the clutch mechanism. Positioned within a central bore in the bracket 34 « is a shaft 38 provided at its forward end with aI 15 tenon 39 journalled within a. bore in the end of tuating the shaft carrying yoke 88 to move gear <83.V into mesh with- gear 51. As gear 51 is larger in diameter than gear 58 'and gear 83 smaller in diameter thanl gear 84, a correspondingly higher speed as_oompared with shaft 38 is impartedto drive shaft‘52. . . ' ß In order to secure a direct drive, i. e.,~ shaft 38 `connected directly with shaft 52 so that `both shafts are rotating at the sameA speed, lever 23 .the engine` crank shaft I1, the other end being _journalled in an ‘anti-_friction bearing 40 mounted is moved in the opposite direction bringing gear 83 _in an opening in the wall 3l `in the casing 30._ Poe out of enmeshment with gear 51,‘and the inter sitioned within an opening 'in the rear wall 32 of ' 'nal teeth 88 of the gear portion 83 into enmesh 20 housing 38 Ais 'an anti-friction bearing 42 in which ment with the teeth sa er nie shaft :s thus es is journalled a shaft 43, the .latter' having at its _tablishing a direct drive between shafts 38, 43 forward end a tenoriA 44 journalled within an in and 52. The geafr portions 88 and 89 are com ternalV axial bore in the end of shaft 38. The monlyknown in ythe art as clutching gears. shaft 43 is provided with aA splined portion 48 As has been ¿previously explained, gear 83 is which extends rearwardlyvof the housing 30 and slidable upon shaft 43 and therefore there exists 25 upon which is iixedly mounted a bracket 41 and between the internal bore of this gear and the held in place by means of a nut 48 threaded upon l periphery of `shaft‘43 sufficient clearance to per an extensionkof ythe shaft 43.V The bracket 41 is connected to a member 50 which -forms the ex-f’ 30 terior housing of a universal joint mechanism en closed therein (not shown) which in turn is con nected to a drive or propeller shaft 52 which is -_connected by means (not shown) to propel the vehicle through its connection to the drive wheels. Positioned out of alignment with shaft 43 but mit the sliding of the gear. When, however, the ‘clutching gears 88 and 89 are in driving connec tion and are under load in torque transmittingl 30 relation theclearance between gear 83 and its supporting shaft in certain instances permits the ’ gear 83 to tilt slightly, and it has been found that periodieacceleration and deceleration of the en gine effects the tilting tendency of this gear and as the latter is under the stress of transmitting torque or force to the drive wheels it tends to fol . gear or toothed portions 58,' 51, 58 and 59, the low the. course of least resistance which is toward gear 58 being in constant mesh withfa‘gear or - an» out-of-mesh position. The tilting of the gear toothed portion 88 formed upon a portion of shaft 83 with' respect to its supporting shaft produces 40 ‘ 38 projecting within the transmission casingßß. an out-of-parallel condition of the pitched lines -Shaft 43Á is provided with a 'spliñed portion 82 , of the toothed gea;- portions 88 and 88 and under lparallel therewith is an auxiliary' shaft 54 upon which is journalled a member 55 formed with four e. upon which is slidably mounted 'gears 83 and 84, ' load transmitting conditions results in a so-called these gears having means or feathers projecting4 spiral winding 'of one gear portion with respect ' into the splines so that rotary movement of leither to the other whereby the gear 83 will tend to 45 vof the-gears transmits rotation to shaft 43. Gear move longitudinally or “creep” so as to demesh 84 which isthe low speed gear is connected by the clutching gear portions 88 and 88. l means of a yoke 85 to the longitudinally movable . Means have been used for holding shaft 28 in 50'. shaft 28 providing the means for sliding gear 84 for purpose to be hereinafter, explained. As has . . , ' f been previously stated, parallel with shaft 28 is a I second shaft similar thereto having a yoke 88 sim ' ilar to 88 which engages a circumferential groove ' certain of gear meshing positions in the form of a ball detent (not illustrated) mounted in a bore 1| under tension of a coil spring 13 which engages, >in the several gear meshing positions, with re cesses 12 and 14 in shaft 28 and tends to hold the in gear: 83 in the same manner as the yoke 85y en‘-~ f shaft 28 in itsshifted position.` The other slid~ gages a circumferential groove inA gear 84 Lfor ing shaft (not shown) arranged parallel with 115 shifting gear 83. . ' ' , r shaft 28 isßalso provldedwith recesses correspond _,'I'h'e end of shaft 38 is also provided with a sec _ ond toothed section or gear 88, and gear 83‘is- also provided with an internal toothed portion or ing to recesses 12 and 14 and cooperate with a ' similar ball vdetent (not shown) tending "to hold this shaft vin its various positions. gear 83 for establishing _driving connection as - -of retaining the sliding shafts in various positions . f a „ however, has several disadvantages, in that if the The„,0peration of 'the »mechanism above de-> spring pressure against the ball detent which is scribed is Vas follows: Shaft 38 is driven bythe in ' mounted in the bore 1I is of sufficient pressure _ hereinafter explained. ternal c'or'nbustionl engineer rime mover` (not. through the friction cl tchmechanism I5 465 shown). causing rotation'of gear portions 88 and '88., to maintain shaft 28.; in1 its various positions to prevent demeshmentmf the clutching gears as , ~ above explained,fit becomes practically impos Gear 88 being constantly in mesh with gear 88 sible to move lever 23 to effect a re-adjusting or causes constant rotation-of member 55 whenever' shifting of shaft 23 to another of lts-positions.4 the shaft 38 is rotated. `In order to bring the slow- .If the spring pressure on the ball detent is weak 70 speed» gear into operation to effect a driving con ened or reduced to' facilitate movement of the gear nection to the propeller shaft 52, lever 23Vis moved shifting lever 23, then the driving stress acting to the‘proper position to slide -shaft 28 and yoke through the clutching gears particularly accen 1.5 85 longitudinally to the`left to move the compara tu'ated by reason of a periodic acceleration and tively- large gear 84 into mesh with; gear 58 thus establishing a. drive between shafts; 38 and V524, iation in vthe drive torque transmitted through deceleration of the engine and the resultant var 4 2,125,526 the clutching gears results in the shiftable clutch-. the teeth in the member 68 which accomplishes ' ing gear 68 "creeping” cnt‘of meshment with its corresponding driving clutching element 68. Referring particularly to Figures 2 through 4, substantially the same results as the relieving of ' ure 3, there being in the embodiment illustrated six teeth'of the standard conteur in which each tooth snugly and properly engages the walls of the corresponding properly formed teeth of the internally toothed portion 69 of the driven clutch ing gear. 'I'he balance of the number of teeth upon the periphery of the driving clutching gear reduced in sizeon both the drive andthe non drive sides as particularly shown in detail in Figure 8. In this manner the entire driving cc-n tact of the interengaging clutch surfaces in either the major portion of the teeth onthe non-driving side as the v“spiral wind” tending to' demesh the inclusive, the same illustrate a means of my in- ‘ clutching gears is substantially eliminated. vention for alleviating orsubstantially overcom Figures 7 and 8 illustrate a further ferm of the » ing these dimctälties. In this form of the in invention wherein the teeth 6E' are of the stand vention certain teeth of the clutching gear'EiB are ard shape and configuration while the major of the standard size and pitch, these teeth being portion of the teeth er the balance of teeth 68" designated as 68’ particularly iiiustratedin Fig on the clutching member 68 have been relieved or direction is through the minor number of teeth 15 68' on the member 68, the major number of teeth 68” which are of reduced size serving no or member 68 are relieved on one side, i. e., re driving function whatever but are preferably ` duced in size, these relieved or reduced teeth being present upon the periphery of member 68 sorv designated 68", the relieved 'tooth being partic that at high speeds the clutching gear will be sub 20 stantìally in balance. It is to be noted that in the above described.' forrns of the invention the relief given to certain ularly indicated in fuli lines in Figure 4 by nu meral 15 as ccrnpared‘with the standard formed tooth illustrated in this figure in dotted lines. The relieving of certain teeth in the driving clutching gear .68 in the 'embodiment shown is teeth may be very little as for .example only a _few thousandths of an inch for sufileient clear 25 on the non-drive side or coasting side as indi-' ance which should' preferably exceed the amount cated by the drive rotation direction arrows `in of “back-lash” clearance existing between the Figure 3. theoretically perfectly meshed teeth forming the It is well known that in any system _ I actual _driving surfaces between the clutching of gearing there is present slight clearance be tween the teeth which is commonly termed as 30 In the arrangement shown in Figures 9 through “back-lash”, and therefore it follows that in this ‘ gears. l ' . embodiment there is slight “back-lash” existing 13, inclusive, the member 68 is provided with between the drive surfacesof teeth 68' and` 68', >teeth throughout only afminor portion ofits thus there isv always substantial peripheral tooth periphery which teeth are indicated at 68' and contact between the drive surfaces of both sets are of the standard configuration so'that the of teeth 68' and 68" and Athe‘driven side or face entire driving torque takes placevbetweenteeth _ of each internal‘projection or tooth 68 of the 68' and internal teeth 69 of gear _63. 'I'he oper clutching gear which are in close contact when ation of this form of the invention and' the driving torque is being transmitted through the results obtained are substantially the same shown member 68 to member 69. In event'the engine in theembediments of Figures 2 to ‘8 voi? the draw? is decelerated, there is a slight “play” between the ings so far as the elimination of “creeping” or 40 ' two clutching members due to the “back-lash’î or tendency of disengagement of the `'gears or mem tooth clearance above mentioned, but .by reason of the relieving of the major number of teeth 68” bers is concerned. The member 68, howeveri has been reduced in Weight-by- reason of the elimi of the driving clutching member 68 actual contact ' nation of the major portion ofthe teeth from the between members 68 and 68 takes place ‘only periphery thereof which also g'effects a reduction through the teeth 68', which are of the standard in the cost of producing the construction. ` ~ or proper configuration and the drive side of teeth lFigures~ 14 and' i5 illustrate _a further form oi' ' 68", there being a freedom or clearance of the the invention wherein the female clutching gear balance of the projeetions _68" on the non-drive teeth 68 of member' 63 extend only throughout side with the internal teeth> 68 of member 63 `so a minor portion of >the internal surface thereof. that any diametrical tendency to tilt member .63 Y In this form of the invention the teeth 68' of the with respect to member 68 has been substantially eliminated. When the motor is again acceier to ated, the clearance between member 63 and shaft 4I will be taken up by reason of the driving forma- mele clutching gear 68. are of standard tion. 'I'he tendency of vthese -clutching gears to become demeshed under load is obviated as the continuity of the “spiral wind” under the fric-- torque being transmitted only through teeth or - tional stresses tending to .separate the gears is projections 68' and the drive side ofteeth 68" substantially eliminated as the effective torque in mesh with corresponding teeth 68 in the mem- ' driving surfaces einst only on a minor portion ber 68 and a tilting, if anyì of the gear taking of the periphery ofthe clutching gears.- place upon such acceleration will not produce a ~ spiral wind tending to demesh the clutching gears; ' The'forrnof the invention illustrated in _Fig ures 16 and 17 is similar to the form ef the and all tendency for the clutching members to _ invention -shown ` in Figures 3 and 4 except that become demeshed by reason of4 driving or torque , in thisform a major number of the recesses in' transmitting stresses will be substantially'elimi l'the female clutch gear I69 are enlarged or re nated. _ y _ _ Another form of the invention is iilustrated in Figures 5 and 6 wherein teeth 68’ of the driving clutching member are of the standard contour 70 while the balance of the teeth 68" of this mem ber have been relieved in much thesame manner as heretofore described in lconnection withÍ the y form illustrated in Figures 3 and 4, but the re' lieving of certain teeth 68" is -applied tc- the driving sides or walls ofithe major portion of ' lieved on one vside preferably‘theÁ non-drive side of the interengaging clutching. projections, while the recesses shown in 68" are of the standard formation to _properly flt the contour Aof the standard formed ‘teeth 68 ,of the male clutching >’is gear. In this form -of the invention the axial ' stressestending to demesh the elements _are obvi ated as has been >pr-eviously expiained'in con nection with other forms of the invention. ‘ The arrangement of my invention has par . i v 5 .ticuiar utility in -transmissions of the so-called constant mesh type wherein certain speed ratio is a direct drive connection between drive shafts- gears of the gear set are in constant'mesh, a to the left bringing the teeth of »member |35 in_to engagement with lthe _teeth |30 formed on _the drive being attained by shifting a toothed clutch member into engagement with toothed members cooperating with the gears to obtain various speeds of ñnal drive. , i ` f I|I and |22, it is only necessary to shift rod |30 ' end vof shaft |||,»thus a direct drive is established through shaft || |„teeth |30, memberv |35, teeth |33 to shaft'|22._. Figure 18 illustrates one form of this type ‘of Y . ' Due tothe clearance'` required for adequate 'I transmission comprising a housing I I0 in the for 10 Íward end of which is journalled a shaft ||| having formed thereon a gear portion I |3.l The shaft | | I corresponds to shaft 30 illustrated in Figure 1 slidingmovement of member I 35 and the _clear 15 gear I|3 is a gear ||4 formed upon a sleeve-like reduced size -on the non-drive side to eliminate 15 ance necessary for rotationvof gear |26, I have 10 embodied one form'- of ‘the arrangement of my invention as illustrated particularly Iin Figure 19,and isI adapted to be driven from the crankshaft wherein teeth` |30' are of standard -con-figuration ' of an internal combustion engine.' Meshing with »While the major. number. of -teeth ,l30'.' are of' member ||5 journalled upon an auxiliary or, the so-called “spiral Wind”, or -the tendency of counter shaft I I6, the member ||5 being formed the shiftable member |35 to-‘_‘creep” longitudi with other gear portions I|8', I|0and |20. nally out of engagement-withthe clutching gear ` ' ' Y Positioned in axial alignment _with shaft AI || is or -toothed‘member |30. 'It -is to be understood that teeth of clutching gear |3-| connectedto theV 20~ 20 a splined shaft |22 one end journalled in bear Aings at the rear of the housing IIO, its forward lconstantly driven second speed gear are shaped "correspondingly to vtheY teeth . end being journalled within a' bore contained within the extremity of shaft -|I|. Slidably mounted upon splined portion of shaft |22 is a 25 slow 'speed gear |24 which cooperates with a‘ |30 so that no “creeping” tendency will be -set up tending to move '|35 out' of engagement with the clutching gear |3| ashereinbefore described'in connection 25 shifting yoke |25 adapted to be shifted by mech-- with clutching gear anism similar to that shown in the transmission mechanism of Figure 1 hereinbefore described. Another, form of the invention _as applied vto this type of transmission'- is illustrated in Figure The gearl |24 has feather portions extending into 20 wherein teeth |30' are of standard conñgura- ` |30. - ' , l tion, thel remaining teeth |30” inmemberv |32 30 the splines of shaft |22 so that when the 'gear being 'of reduced configuratio‘n'on the drive side» which accomplishes substantially the same result ' of preventing tendency of the clutching gears to become separated in driving.' connection as the - |24 is moved into 'enmeshed position with gear |,|9, a low [speed is >imparted to shaft |22 as~compared with the speed of shaft ||I. . Journalledfor rotation upon shaft |212 is a 35 _gear |26 which is constantly in mesh with .gear‘ so-called “spiral wind’îis eliminated. ‘ 35 .The arrangement of'my invention hasv partic Hß’formed upon the _member liti.` It is to be ular `utility in this form` of constantmesh trans noted'that‘gears II3, ||4,'||0 and |26 are pref erably of helical tooth formation as this type .of mission,~ as has been previously: stated, the re gearing is more silent in operation than the Áusual quired clearance 'topermit rotation of gear |25 and the sliding movement of shiftable clutch'` 40 type of spur gearing. i ' The shaft III is provided at its ¿forward end member |35 per-mits'these members in some in with a tooth clutching gear portion |30 and the stances to tilt inìrespect to their supporting e1e-. >gear |26 is formed with a similar toothed portion ments and in respectV to each-other. _ _This tilting y forming a clutching gear '|3I. Positioned be-> would normally produce the v"spiral wind’for tween the non-slidable clutching gears |30 and> “creeping”~action should the teeth be of stand |3| is a member |32 splined upon shaft |22 and ard ~_configuration throughout their peripheries. adapted to rotate therewith being non-slidably ` With the incorporation 'of the arrangement of my mounted thereon. The exterior periphery-of the member |32 is preferably formed with spur teeth „ invention providing the drive surfaces throughout only a-portion of the circumferential contacting areas of saidi'clutchin‘g gears, the tendency- for' these members to become disengaged under torque transmission is practically eliminated. 'I'hus it is possible to employ only a weak .spring |40- to ‘ hold a‘ ball detent (not shown) into engagement with recesses' |4| inthe shiftable 'rod |38 ffo'r. |33 which enmesh with correspondingly shaped spur teeth formed in a longitudinally- shiftable clutching gear |35, the latter having on its ex terior periphery a circumferential groove into which extends a shifting yoke |31 mounted upon' a shifting rod I38`connected with the shifting lever (not shown) in the same manner as rod retaining the shiftable clutch'member |35 in its> 23 of Figure 1 is- connected to theshifting lever 33, thus movement of the shifting lever in either makes possible a change of speed ratio with very various positions. The use of a weakspring |40 Ydirection operates to slide the member |35 into l little effort being applied to engage _and disent'~ gage the clutching gears. enmeshment with either of the non-slidable clutching gears |30 and |3I. - It is to be noted that gear |26 is at all times rotating at a certain predeterminedspeed with respectto rotation of shaft |||, and when it 'is . , ` 'What I claim is: » I ` ` 4 f ~ so ` »1. In a `device'of the character disclosed, 'in combination, power transmission mechanism in' cluding aligned slidabie interengageableVv ele- ' ments; said elements being movable into and out es gear train to secure a so-called intermediate or of engagement, said elements being provided with a series of interlocking projections; certain'of" second speed it is only necessary to‘move the ' said projections being of a thickness whereby 4 desired to eenneet the shaft- |22 through theA shifting rod |38~to the right, yoke |31 carrying the shiftable member |35 into toothed or clutch 70 ing engagement with the clutching gearJI3I, a » portion of the teeth of member |35 being still in engagement with teeth |33, thus effecting a drive driving engagement is effected throughout‘only a portion of the peripheries of said elements. .„ 2. In a device of the character disclosed, in combinatiompower transmission mechanism -in-- A cluding slidable interengageable elements; means for moving said elements into and out of engage |35, teeth |33 to a ñnal drive of shaft |22. ment, said elements having a plurality of inter S When it is desired to obtain a _direct drive, that . locking teeth, certain of said teeth_being formed. through gear |26, teeth |3I, clutching member n 6 " 2,125,526 whereby power transmitting engagement is es of said projections formed> with reduced periph--' tablished'throughout only a circumferential por eral thickness whereby a clutching driving- en tion of said- elements on one side of a, plane pass gagement is eiïectefd through the engagement` of projections of unreduced peripheral thickness.` 10.` In' a device ofthe _character described, ing through the axis of said elements. ' 3. In a -device of the character?disclosed, in combination, power transmission mechanism in cluding slidably enrneshable toothed elements; means for moving one of said elements into and out of engagement with another of said elements, certain of the teeth ofîonë`of said elements [being of reduced thickness whereby power is transmit powe; transmitting mechanism including a pair of rotatable clutching elements arranged for relative’ slidable interengagement and disengage ment; each of said elements having a plurality of interengageable projections arranged for ef -fective'transmission oi power stresses in both ted through only the teeth of normal size. ' 4. In a device of the character disclosed, in directions oi rotation, the shape of said projec combination, power transmission mechanism in ment'is effected throughout only a portion o! 15 cluding enmeshable gears; means for moving one of said gears into and out of 4engagement with another of said gears, certain of the teeth oi' one of said gears being of reduced thickness whereby power is transmitted through only the teeth of 20 normal size. . 5. In a device of the character disclosed, the combination of powerl transmission mechanism including substantially _axially aligned interen gageable clutching gears; means for moving one _ tions having areas so thatA contacting engage the peripheries of saidclutching elements on one side of a plane passing through the axis oi rota tion of said clutching elements.`- " l 11. In a device of the character described. in combination, a pair of rotatable clutching ele ments aligned for relative slidable interengage ment and disengagement; each of said elements having a plurality of interengageable spaced pro jections arranged lfor ‘eiïective transmission of 25 of said?clutchlng gears into and out oi engage power stresses in _both directions of rotation, the shape of certain di the spaced projections of one gearsbeing provided with interengaging projec tween the projections of lthe other element so ment with another oi said gears, said clutching . element having areas which fit the spaces be tions and recessœ enmeshable throughout only that full contacting engagement is effected a portion .circumferentially of said gears- on one throughout only a'portion of the peripheries of ' 30 side of a plane passing through the axis of said said clutching elements on one side of a plane clutching gears. ' ' passing through the axis of rotation of said ` 6. In ‘a device of the character disclosed, the combination of powerv transmission mechanism 35 clutching elements.§ ' » f - 12. In a device' oi' the character, disclosed in including substantially axially aligned' interen combination, a plurality of aligned slidable inter gageable clutching gears; said clutching gears engageable elements; means associated with said being movable into and out 'oi engagement; one f elements for moving the same into and out of of said gears» being provided. with a plurality of engagement, said elements being provided with uniformly shaped recesses, the other oi.' said a series of interlocking spaced projections for gears beingÍ provided throughout a portion of its periphery with toothed projections adapted to iit the walls of certain ofv said recesses and eifective transmission of power in both directions of rotation, the projections of one> of said ele 40 ments being of a thickness with respect to the throughout the remainder of its peripherywith ` spaces between the projections o! the other ele 1 toothed projections adapted to engage only- one wall of each of the remaining‘reeesses in said first mentioned clutching gear. l y _ n‘7. Ina device ot the character disclosed, the combination of power transmission mechanism including substantially axially aligned interen-> gageable clutching gears: said clutching gears being movable into and out of engagement; one- of said \gears‘being provided with a plurality of ' spaced and yuniformly shaped recesses, the other ment so that full contact of said projections for 'driving rotative stresses in `either direction is effected throughout only- a portion of the pe 45 ripheries of said elements._ ,_ ' 13. In' a device of the character disclosed in combination, power transmission mechanism in cluding aligned slidable interengageable gears; means associated with said gears for moving the same into and out of engagement, said gears be ing provided with a series of interlockingy teeth oi said gears being provided throughout a por for effective transmission of power in both di tion of its periphery with toothed projections ~ >rections of rotation, the teeth of one of said gears adapted to nt the walls of certain of said recesses , being of a thickness with respect to the teeth of and throughout the remainder oi' itsA periphery .the other‘gears so that full contact therebetween 55 with toothedprojections out -of engagement with , for driving “rotative stresses in eitherl direction. the walls. of the remaining recesses in said ñrst -is effected throughout only a portion of the pe mentioned clutching gear. 'l'. ripheries of said gears wherebytendency for the ' . - 8. In a _device `of the character described power gears to become disengag/ed?by transmitting mechanism including a pair oiîïro .interengageable tatable clutching ’elements arranged for relative reason of.Y torque transmitting stresses will; be slidableïnterengagement and disengagement;V ' each of~ said elements having Aa yplurality of in terengageable projections arranged for eiïective ' ; Y '.14. In a lpower _transmitting mechanism,- in combination, a pair of aligned and slidable transmission oi' power stresses in both directions, clutching> elements Yarranged for interengage of rotation throughronly- aT portion peripherally ment and disengagement, each of said elements _ of said clutch elements Von one side of a plane passing through the axis of said clutching ele 70 substantially eliminated. ments. w . ` - ' v - 9. In -a device'oi’ the character disclosed, the combination of a power transmission mechanism includingsubstantially axially aligned interen gageable 'clutching elements, said elements being provided c with interlocking f projections, certain having a plurality of spaced projections arranged for effective transmission of power stresses in both directions of rotation,'the shape oi’ the pro 70 jectiòns presenting areas of contacting engage ment establishing' driving stresses throughout only'a portion of the peripheries `'of said elements whereby tendency for the interengaging mem bers to become- disengaged by reason oitorque 76 ' 2,125,526 transmitting stresses will be substantially elimi rangement of the projections of one of said ele- l nated. 15. In a power transmitting mechanism, in combination, a. pair of aligned and slidable ments presenting areas of contacting engagement . clutching elements arranged for interengage ment and disengagement, each oi.' said elements » having a plurality of spaced projections arranged for eñective transmission of power stresses in both directions of rotation, the shape and ar establishing driving stresses throughout only a portion of the peripheries of said elements where by tendency for the interengaging members to 5 become disengaged by reason of torque trans mitting stresses will be substantially eliminated. ' SAMUEL TRIMBATH.