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Патент USA US2038986

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AWE 2g» 36-
l.. H. BRQWNE
,
,038,986
BACK ROLLING LOCK CONTROL
Filed Jan. 3, 1935
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BY
2,038,986
Patented Apr. 28, 1936
NITED STATES PATENT OFFICE
2,038,986 `
BACK ROLLING LOCK CONTROL
Lindsay H. Browne, Rochester, N. Y., assigner
to Josiah Anstice & Co., Inc., Rochester, N. Y.,
a corporation of New York
Application January 3, 1933, Serial No. 649,890
12 Claims.
This invention relates to the control of self
propelled vehicles, and more particularly road ve
hicles such as motor cars in the operation of
which they are at all times likely to be on an
5 up-grade or an inclined road surface sufficiently
steep to normally cause the vehicle. to roll back
wards when not under forward driving power.
The particular purpose of the invention is to pre
vent such vehicles from rolling backward with
10 out involving the practice heretofore of applying
brakes, or dependent upon the judgment of the
driver coordinating clutch and brake actuation.
While in general devices have heretofore been
made having simply and elementary functions
l5 of preventing back-rolling, this invention relates
to improved structures having characteristics
that provide functioning as a roll back stop, that
meets all of the practical requirements of opera
tion. In general, this application involves some
20 of the features set forth in my copending patent
application Serial No. 569,159, and application
Serial No. 648,533 and application Serial No.
648,186, and the additional inventions involved in
this application may be used in conjunction with
25 and in coordination with the operation more
specifically set forth in said copending applica
tions.
While the inventions herein involved will be
evident from the specification and drawings
30 forming a part hereof, among the particular ob
jects this application relates to means that cause
a roll back stop as soon as the vehicle tends to
start rolling backward when on an up-grade, and
when the lock has been thrown voluntarily out
35 of functioning position it prevents its being reset
into functioning position until the vehicle is
driven forward or starts to roll forward, and even
then it prevents the resumption of the locking
function, that is the setting thereof into function
40 ing position, until the car has rolled forward a
predetermined definite amount. It provides for
a structure that may be designed in accordance
with the particular vehicle requirements and
serves to positively lock out any roll back func
45 tioning, but, on the other hand, after a definite
forward rolling of the driven wheels it automati
cally assures the setting of the back lock mecha
nism in order that it may in turn automatically
function when required to prevent back-rolling.
50 While in normal operation the setting mechanism
or throwing of back-roll locking into functioning
is subject to predetermined degree of forward
rolling of the vehicle, it will be noted that the
actual driving torque turning the driven shaft
55 also accomplishes the result, and it may in ex
(Cl. 192-4)
ceptional cases turn the driven shaft forward
with the wheels slipping and no positive forward
rolling of the vehicle, so that in general the. co
operation with the setting mechanism is either
an effective driving torque or actual forward roll- 5
ing of the vehicle.
While the inventions may be variously em
bodied and their general control may vary, there
is illustrated herewith one embodiment of which
the following is a detailed description with refer« 10
ence to the accompanying drawings, in which:
Fig. I is a vertical section through the axis of
the driven shaft showing the back roll stop, part
fragmentary, and one form of operating means,
fragmentary.
15
Fig. II is a view of some of the internal parts
in elevation with associated parts in section.
Fig. III is a section on the line III-_III of Fig. I.
Fig. IV is a section on the line IV-IV of Fig.
I,-which is in effect a side elevation of the back 20
roll stop cam, locking rollers, and their relation
to the cam-carrier member.
The structure as illustrated is the back roll
stop mechanism as it would be embodied in a
housing associated with the usual transmission 25
gear case of an automobile, and more particu-'
rlarly it is shown as a form that would be attached
as a supplementary part to a typical gearcase, al
though the structure may be embodied with the
original design of the gearcase, and other drive 30
and driven shaft and gear change mechanism of
any type.
V
The part I is a fragmentary portion of a fixed
part such as the cover or ñange in a gearcase.
A shaft 2 is the driven or propeller shaft or a 35
portion of a member of the driven shaft assembly
which is so associated with the driven shaft and
the driven wheels that it will at all times rotate
with the driven wheels of the vehicle. This shaft
also has any of the usual connections whereby 40
the power or driving shaft when delivering for
ward torque-effect will drive this shaft 2 either
in forward or reverse direction.
Connected with the driven shaft 2 is hub 3
having a cylindrical bearing face 3a adapted to 45
engage rollers 4, which in turn are engaged on
their radially outer side by a cam member 5,
which has a suitable cam face 5ab superposed for
contact with each of the rollers 4. ySuch cam
faces 5a permit free movement in one direction
with the hub contactl face 3a turning freely,
but assuring the positive locking in the opposite
direction of rotation when the cam member 5 is
positively held in a position of adjustment by the
balls 6 locking said cam member 5 in a deñnite -55
2
2,038,986
position on the cam carrier ‘I, which in turn is
suitably anchored as by bolts 8 to the stationary
casing or housing part I. Such one-way, namely,
roll back stop locking mechanism is in any suit
able form, such as shown and described in my co
pending patent applications in general, and more
specifically in application Serial No. 648,533.
In the circumferential space between a plu
rality of rollers 4 there are abutments 9 formed
as a rigid part of the cam-carrier 'I, and each
abutment is so positioned that it limits the cir
cumferential movement of its adjacent roller 4
in one direction. 'I'his is more clearly illustrated
in Fig. IV. The cam member r5 is circumfer
entially movable a slight degree, such as four or
ñve degrees, in the form of construction shown,
but such slight circumferential shifting is pre
vented by the interengagement of a plurality of
balls 6, such as three in the form shown, each
engaging a hole I0 in the cam member 5, and a
tapered counterbore I I having walls approximat
ing thirty degrees formed in the cam-carrier or
stationary anchoring member 'I. When in the
position shown in Fig. I the balls 6 lock the cam
member in a position with respect to the cam
carrier 'I so that the abutments 9 of the cam
carrier are in a relative position to each cam
face 5a that assures a positive locking of the
rollers 4 between the cam member and the cylin
drical hub face 3a on the driven shaft.
The balls 6 are held in their position to lock
cam member 5 by a floating ring I 2 having a bev
eled inner face I3 at a slight angle, such as four
to six degrees, in the form shown, which causes
a reaction on the balls 6 due to the pressure of a
spring I4 that presses the balls against the ta
pered sides of the holes I I in the stationary cam
carrier, with the necessary force, to assure posi
tiveholding of the cam faces 5a in their relative
40 position to the abutments 9 to assure the Yfunc
tioning of the back-rolling lock .under all condi
tions of strain incident to the particular car or
vehicle .in its normal operation. Variations of
dimensions of angles, spring strength or size of
' structure and generally in all parts may be made
becomes subject to lateral movement by the pres
sure of spring I4,--but it is prevented from mov
ing laterally and does not force the balls 6 into
their locking position until the predetermined re
lation of parts causes a release automatically,
and permits the automatic action of the spring
I4 and the shifting of the floating ring I2 into
its locking position. This holding of the setting
mechanism out of action is accomplished by a
grooved ring or sleeve 20 engaging, in the form
shown in the accompanying drawings, pins 2I,
which pins in turn are` mounted to slide radially,
each in a guiding or bearing hole in the station
ary cam-carrier 'I. While the form speciñcally
described shows pins and their mountings, it will
be understood that the form of such locking
members and the particular form of the ring may
be varied in many ways while still resulting in the
same functioning. The ring 20 is mounted on
a bearing on the hub 3 to turn with it but move 20
axially on its bearing subject to the pressure of
springs 22 abutting a flange 22a, three springs, as
shown, being each housed in a relatively deep
hole in the ring 20, so that the pressure of the
springs as originally determined will have a
minimum variation in compressed or extended
position. rI’he `ring 2U has a beveled face 23
adapted to engage a correspondingly beveled end
2| a on pins 2I, and such bevel may preferably be
about forty-five degrees. At the outer end of 30
each pin a beveled end 2|b is adapted to engage
the beveled face I3a on the floating ring I2 when
the floating ring is laterally moved against spring
I4 into the unset position, and when pins 2| are
so engaged they positively lock or retard the lat
eral movement of floating ring I2 by resisting any
movement due to the spring I4. This condition
exists when pins 2I are moved radially outward,
resulting from the floating ring I2 being un-set,
that is voluntarily moved by the operator 40
through shifterbar I 6 against its actuating spring.
When theV pins have taken the position of hold
ing the floating ring, as shown in Fig. II, out of
action, they have moved radially a sufficient ex
tent to at first release the pressure of the inner
ends 2la against the beveled end 23 of the ring
20, the‘springs 22 force the ring on the hub 3
with which it rotates being suitably keyed as by
The floating ring I2 is moved laterally against key 20a, and the pins 2I then ride the surface
50 the pressure of spring I4 by fork I5 with fork
of the ring 2U, which in the form shown is pro
arms I5a, having its boss I5b attached to a vided with triple lead grooves. These grooves
shifterbar I6. As here shown, the shifterbar has may be threads, but are suitable spiral grooves
a flange or lip Ißaprojectlng into the path of an
adapted to engage theI end of the pins 2I in a way
other shifterbar I‘I, shown fragmentary, actu
that will permit the pin ends to override the
ated by a shifting lever I8. This particular ar
grooves when the ring 20 is being turned in one
rangement accommodates a typical gear shift direction, while with the forward turning of the
lever I 9 with its shifting-arm I8 engaging the ñn
driven shaft the then direction of rotation of
gers I 'IEl of a regular gear shifterbar which actu
ring 2D causes the three pins with their engage`
ates
the
reverse
gear
shifting.
In
this
form
the
ment with the grooves to feed the ring 20 against
60
normal operation of the gear shift lever I 9 when the pressure of springs 22, until-with a prede
moved `to set the gears in reverse drive causes
termined extent of revolution, the pin ends 2| ß
shifterbar I1 to engage the flange I6a on the sup
reach the edge of the ring 20 and are free to slide
plemental shifterbar I6, and in turn move the into engagement with the beveled end 23, thereby
floating ring >I2 by-fork I5 against the pressure of permitting radially inward movement of the pins
' spring I4-and thereby throws the setting mecha
which in turn are forced inward by their engage
nism, involving the floating ring, out of position ment with the obtuse bearing surface I3a of the
that presses the balls 6, and thereby permits vthe floating ring. With this accomplished the iloat
balls 6 to be radially forced outward and releases ing ring is free to shift under the pressure of
the cam member 5 so that it moves relative to the spring I4, and to set the balls 6 into the position
to meet the desired load conditions involved in
any particular roll back stop for the particular
vehicle on which it is to be used.
cam-carrier ‘I and permits the cam faces 5fl to
shift with Arespect to the abutments B-thereby
putting the back-rolling lock out of functioning.
75
When the gear shift lever I9 is moved to neutral
position or forward speed, the pressure ‘on the
shifterbar I6 is relieved and the floating ring >I2
that locks the cam member and cams in positive
relation with the cam-carrier '1. The pins 2I be
ing carried by the cam-carrier ‘I pass through
slots in the cam member 5, in order that there
may be freedom of movement of the cam-carrier
for the slight rotary movement for its functioning.
2,038,986
In the form shown, the cam member 5 is notched
on one side to accommodate the lag bolts 8 which
hold the stationary anchoring member 'l to the
gear housing or other suitable fixed part.
It will thus be seen that the control ring 20
as a part of the setting mechanism, provides for
positively keeping the floating ring from being
automatically forced by its spring into locking
position until the driven shaft or associated mem
ber turns the ring 2i) in the direction of forward
drive of the vehicle a predetermined amount,
such as, for example, one-half revolution of the
driven shaft.
The movement of the driven
wheels, as one or two feet or more, may be deter
mined as the best forward movement permissible
3
having a plurality of rollers to lock against ro
tation in one direction of movement, a plain
cylindrical surface fixed to one portion of the
power transmission mechanism and'a ring mem
ber with cams cooperating therewith and with
the rollers, means for shifting the cam member
out-of-locking position and means for shifting
the cam member to lock with a stationary mem
ber and cause locking of the rollers, and means
interconnected with said cam-moving means
whereby a predetermined forward rotation of the
driven member automatically releases the cam
member and permits it to be moved into a position
to cause the rollers to lock.
2. An automatically controlled roll back stop
for the automatic functioning control, and then
the pitch of the grooves is accordingly established
for automobiles, a driven shaft, a plurality of
based on the driving gear ratio, so that the ex
act predetermination of the time of release of the
drical surface on a part associated with said
driven shaft and a non-revolving cam member,
setting means to lock the cam member rigidly
back-rolling mechanism is settled for the best
practice of operation, and thereafter it functions
automatically in the control of the setting mech
anism, and also positively prevents the setting
of the back-locking mechanism under those con
ditions when it is not wanted and should not be
permitted to function. The result is a positive
locking-out and a positive automatic control of
the time of setting the functioning.
It will be noted that the operation may be by
the shifterbar of any transmission directly acting
to throw out the floating ring, the actuation of
the back lock will be entirely coordinated with the
normal movements of the driver when setting his
change speed lever. In general the embodiment
of my invention provides for the prevention of
back-rolling of a power vehicle only when needed,
subject to the normal operating means typical of
the motor car of today, without leaving any
questions of judgment to the operator, but being
40 preidesigned to meet the required services in a
foolproof manner.
The embodiment of this invention eliminates
the necessity of the driver manipulating brakes
to prevent back-rolling, or to meet the balanced
conditions otherwise necessary in the application
of the driving clutch with brake pressure, and in
turn supplies a permanently embodied structure
which automatically meets all of the necessary
conditions of operation, and may do so in prac
50 tically all cases without calling upon any thought
or judgment of the driver.
In the form herewith illustrated, it will be
understood that the control or shifterbar ar
rangements may be modified, and in particular
the forms of such structures set forth in my co
pending patent applications may in any case be
embodied with the particular structure claimed in
this application. More particularly, attention is
called to the Ainter-locking shifterbar construc
60 tion, or any of its modifications, as set forth in my
copending application Serial No. 569,159 filed
Ocotober 16, 1931, in which the shifting rod or
control mechanism provides for holding the roll
back mechanism inoperative under` certain con
ditions, permitting the car to be rolled back and
forth, and such and any other forms of control
may, it will be noted, be equally combined with
any structures forming the subject matter of this
application.
While variations may be made in many respects
as to dimensions, arrangement and combination
of my invention from the particular form herein
shown and described, what I claim and desire to
secure by Letters Patent is:
1. A back-rolling lock for power driven vehicles,
one~way locking rollers cooperating with a cylin
with a stationary member to set the stop into
locking position, means to throw said setting
means to lock the cam member, voluntarily actu
ated means for putting the stop out-of-function
ing condition, eans for locking the stop out-of 25
functioning position and means whereby a pre
determined forward turning of the driven shaft
automatically releases said locking means, and
means thereafter automatically shifting the stop
positively to take functioning position.
30
3. A back rolling lock mechanism for an auto
mobile, a propeller shaft associated therewith,
setting means to release and thereupon positively
shift said lock to take functioning position, con
nections with the reverse gear shifting of the
automobile to cause said setting means to nega~
tive the functioning and automatic means to
thereupon lock said setting means out-of-action,
and interconnections of the said automatic means
and said propeller shaft whereby said out-of 40
action lock setting means is released only by a
positive feed upon a predetermined rotation of
the propeller shaft in the direction for forward
motion of the automobile.
4. A roll back stop for automobiles having a 45,
plurality of one-way locking rollers cooperating
with a cylindrical surface on a part associated
with the driven shaft and a non-revolving cam
member, setting means to lock the cam member
rigidly with a stationary member to set the stop 50
in locking position, means to throw said setting
means to lock the cam member, and means to
prevent the automatic setting subject to the con
trol of predetermined forward revolving of the
driven shaft.
5. A roll back stop as in claim 4, having a
floating ring in said setting means, a recipro
cating locking member for said floating ring car
ried by a stationary member, a movable feed
ring rotated by the driven shaft and cooperating
with said locking member to release the floating
ring from its locked position.
6. A back roll stop as in claim 4, having a lock
ing member adapted to automatically move to
hold the setting member out-of-functioning po
sîtion, and means moving with the driven shaft
to automatically release said locking member
upon a predetermined degree of forward rota
tion of the driven shaft.
7. A back roll stop of the character herein de
scribed, having a feed screw carrying sleeve ro
tating with the driven shaft and spring pressed
in one direction of the axis of the shaft and
means to limit the movement due to the spring,
55
60
65
70
a locking member engaging the feed screw and 75
4
2,038,986
a release at one end of the feed screw, setting
mechanism for the stop engaging said locking
member in cooperation with said groove and the
sleeve release, whereby when the lock is riding
the groove the setting mechanism is locked out
of-functioning position and when the locking
ing position, voluntary operated means to effect
instant release of all resistance to the locking
reaction under all conditions of functioning
strain into non-functioning position, automatic
means to thereupon positively lock the setting
member ridesoñ the groove the setting mecha
mechanism to prevent resumption of functioning
when the vehicle is moving in a rearward direc~
nism is released to automatically function.
8. A roll back stop for power driven vehicles
with a driven shaft and a plurality of one-way
tion, and cooperating means so constructed and
arranged that upon predetermined forward ro
tation of the driven shaft said lock setting means
locking members concentrically disposed about
the axis of the shaft for radially balanced re
action upon locking, a locking surface on a part
is released by a positive feed permitting said
automatic setting means to thereupon positively
shift the roll back stop mechanism into locked
associated with the driven shaft and a non-re
functioning position.
volving cam member, setting means to lock the
cam member rigidly with a stationary member to
set the stop into functioning position, means to
positively actuate the setting means to lock the
cam member, voluntarily actuated means for in
stantly releasing all reaction to the locking strain
on the cam member to permit the stop to assume
out-of-functioning condition under all conditions
of loe-.d on said stop when in locked position,
means for locking the stop out-of-functioning
position, positive means associated therewith for
holding said locking means in locked position
subject to and releasable only upon a positive
feed by a deñnite predetermined forward turn
ing of the driven shaft.
9. A roll back stop for an automobile having
control means to set the stop out-of-functioning
position, means to lock the stop in said position,
a propeller shaft connected to said stop, and
means automatically actuated by a positive feed
actuated by a predetermined definite forward
rotation of the propeller shaft to release said
means to lock the stop in out-of-functioning po
sition, and automatic means to positively reset
the stop into position into functioning position.
10. A back roll stop for power driven vehicles
cooperating with the driven shaft having a mech
anism for automatically setting it into function
11. A roll back lock associated with a propeller
shaft of a motor car, a plurality of one-way lock
ing rollers and means for releasing resistance to
the locking strain on the rollers associated with
coordinated parts for positively permitting said
release and thereupon holding said means in 20
released position assuming the rollers remaining
in out-o-f-functioning position, means for forcing
said releasing means to permit said rollers to
resume instant functioning position, and auto
matic means preventing said resumption of lock
ing position adapted to engage said releasing
means so constructed and arranged as to release
the same only upon a definite revolution of said
propeller shaft for movement of the car in a
forward direction to a predetermined extent.
12. A roll back stop associated with a propeller
shaft of a car, having means to positively relieve
instantly all resistance to locking strain when
functioning, automatic means to lock the same
out-of-functioning position, means associated
therewith to permit release of said automatic
locking means only by predetermined rotation of
the propeller shaft for movement of the car in
a forward direction, and means cooperating upon
such release to automatically shift and lock the 40
back roll stop in its functioning position.
LINDSAY H. BROWNE.
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