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Патент USA US2370484

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Feb.‘ 27, 1945.
Filed Dec. 1, 1942
A2 KI!
8 Sheets-Sheet l
Feb. 27, 1945.
Filed Dec. 1, 1942
8 Sheets-Sheet 2
Ffeb. 27, 1945.
, ' 2,370,484
Filed Dec. 1, 1942
8 Sheets-Sheet 3
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Feb. 27, 1945.
Filed Dec. 1, 1942
8 Sheets-Sheet 5
Feb. 27, 1945. _
‘ Filed Dec. 1, 1942
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Feb. 27, 1945.
Filed Dec. 1, 1942
8 Sheets-Sheet 8
Patented Feb. 27, 1945
Arthur T. Nabstedt, Hamden, Conn” assignor to
The Snow-Nabstedt Gear Corporation, New
Haven, Conn., a ‘corporation of Connecticut
Application December 1 , 1942, Serial N0.467,502
'11 Claims.’ (01. 74-296)
tain parts associated with the brake band far
This invention relates to transmission mecha
nisms, and while not limited thereto, it has spe
cial reference to gearing for marine use in which
there is not only provision for reversing the direc
tion of drive of the propeller shaft or other driven
shaft, but also for obtaining a drive at reduced
thest from the observer being, omitted for the
sake of elearness;
‘ _
> , Fig. 3A is a detail plan view of a portion of the _
brake-operating mechanism shown in Fig. 3;
' Figsjlgandb are perspective views somewhat
distorted‘ and of diagrammatic character, illus
trating the operation of the mechanism, the posi
, , An object of the invention is to provide an im
tion-shown in Fig. 4 being for forward drive and
proved transmission in which a drive shaft and
a driven shaft of the‘ transmission mechanism 10 the position shown in Fig. 5 being for reverse
are interposed between and alined with the main
driving ‘shaft and the driven shaft, the arrange
Another object is .tovprovide a transmission
mechanism providing for reduction-of speed as
well as reversal, adapted for placement between
verse and- reduction gear of somewhat modi?ed
ment being such that when the transmission‘ is
used in ;a boat or other craft the engine can have
a low setting.
Figr?‘is a longitudinal centralsection of a re
form, the same being shown in the neutral posi
I, Figw?A is ,asection on line B"~—6A’of Fig. 6;
r ' Fig. 6? is‘ a-fragmentary plan view of the'brake
band-operating mechanism;
Fig. '7 is a longitudinal central section partly in
alinedshafts,‘ which is quite short so as to .00
cupy a-minimum of space lengthwise of the boat, .20 elevation, showing a third form ‘of reduction and
1 reverse gear, employing bevel gears; and
and which is simple and sturdy as well as com
, 'Fig. 8 is an elevation of the bevel gearing, with
Another purpose is to furnish a ‘reverse and '
the driven shaft in section.
. The transmission mechanism selected for illus
reduction, gear in which the mechanism used
for shifting from the neutral position to thefor 25 tration; in;Figs.'-1 to'5, inclusive, is a reverse and
reduction gear for marine use, having a rela
ward drive and reverse positions, respectively, is
tively short casing or housing adapted to be set
very easyto operate and control, and of a char
in-between an engine shaft and a propeller shaft
acter permitting considerable slip when that is
or other power take-off alined with the engine
‘desired, without damage to the mechanism or
undue wear, so thatthe mechanism h'asgreater '30 , shaft. In “the forward portion of the housing is
range of-utility and longer life,
- a main driving shaft having a forwardly project
ing front end portion adapted to be coupled to
More speci?cally, it is aimed to provide a mech
the‘ engine shaft in any preferred manner. In
anism in which brake bands are used for hold
.line with this main driving shaft and located in
ing certain movable elements, and the advan
tages of brake» bands as distinguished from 35 the-rear part of the housing is a driven shaft,
the rear endv portion of which is adapted to be
clutches fully, utilized, including the advantage
coupled to the‘propeller shaft or other power
that the bands will act effectively whenroper
take-off. The driving ‘and driven shafts have a
ating in a lubricant-containing housing, also
. that the tension of the band can be adjusted read
common axis of rotation, and preferably they
ily, while the mechanism is in operation.
2 40 have a centering connection between them. Ad
vjacent the inner end of the drive shaft the lat
Another object of the invention is toprovid
ter carries va driving. gear, and associated with
a reduction and reverse gear in which the'speed
this, gear is a pinion cage connected to the driven,
reduction in reverse is the same as in forward
shaft, and ‘in association with the driving gear
‘ To these and other ends the invention consists 45 and the'pinion' cage‘and its associated pinions
. are gear elementsrone of the external gear type
in the novel features and combinations of parts
to be hereinafter described and‘?nally pointed
-~ out in the claims.
In the accompanying drawings:
and the other of, the internal gear type, which
areadapted? to be braked selectively according as
, the driven shaft is to be driven in a direction for
Fig. l is a central longitudinalsectionof a 50 forward ,drive or in a direction for reverse drive,
‘as hereinafter more particularly described, Each
marine reverse and reduction gear embodying my
of thejabove-mentioned gear elements has associ
‘invention, the’ mechanism being shown in the
atedwith itan~ external cylindrical friction sur
- neutral position;
- face surrounded by ‘a brake band, ‘and the mech
' " Fig. 2 is-a section on line 2-,—'2 of Fig. 1;‘
Fig. ‘31819, ‘section on line 3—'-3 of Fig; 1, cer 55 anism for' operating" these bands selectively is
2 .
located in the upper part of the housing and in
supporting the element formed by the sleeve 23
cludes a transversely arranged rock shaft within
the housing adapted to be rocked or swung by
and the web carrying the braking rim, suitable
anti-friction devices are interposed between this
means including an externally located operating
element and the sleeve 22. In the form shown,
an anti-friction bearing having rollers 29 is in
terposed between the rear end of sleeve 22 and the
In the drawings the housing is indicated gen
erally at A, the main driving shaft at B, and the
rear end portion‘ of the surrounding element,
driven shaft ‘atC. In this particular case the
- driving shaftis intended to be connected to the
whereas a ball bearing 30 is interposed between
the forwardportion of sleeve hand the forward
engine shaft by means of a ?ange coupling D, 10 portion of sleeve 23, ball bearing 30 being ?tted
but this is by way of example only and it will
be understood that the driving shaft can be con
nected up in other ways, as by being connected
to the engine flywheel or otherwise. At the rear
» 7
within an annular seat in sleeve 23.
It will be noted from Fig. 1 that the rear or
right-hand-end of driving shaft B has a short por
tion 31 of ‘reduced diameter surrounded by a roller
end of the driven shaft Ca coupling member E 15 bearing32, this roller bearing being ?tted within
a socket 33 in the laterally enlarged left-hand
connected to said shaft Drovidesforconnection
end portion (Fig. l) of shaft C. In this manner
to a propeller shaft or the like, ,tl'iis‘also being by
the two shafts which are free for relative rota
way of example only. The pinion-cage referred
tion are centered with respect to each other. At
to is indicated generally at ‘F, this being con
nected to the forward end of shaft C, and the‘
its rear end shaft C has a coupling member E
pinion cage being provided with a number of
‘internal pinions, as hereinafter described. The
internal gear element referredito is indicated at
connected thereto, as previously indicated, and
preferably coupling E ‘is keyed to shaft C‘ by
keys ‘34, the keys being ‘engaged with a sleeve por
tion 35‘ of the coupling member. Thev coupling
member extends rearwardly beyond the shaft and
- G, the same having associated therewith an ex
ternal‘ brake ‘band- H. The external gear ele
ment above referred to is indicated at I, and in
is providedat its rear end with a socket 36, and
. association therewith is an external brake band J.
within the socket 36 a bolt and nut connection 31
“The mechanism‘in ‘the upper part of the housing
engaging ashoulder 38 prevents-relative endwise
movement of the coupling member and shaft and
from ‘which the-brakebands Hand J are selec
tively operable is indicated generally at K, and '
effectively holds the coupling member to the shaft.
Around the rear portion of the coupling member
~aplate 39- is arranged, said plate being ‘secured
includes the transversely‘arranged rock shaft ‘K’
and the externally located operating lever in
dicated atK".
‘Referring now to the details, ‘it will be seen
that the forward end of the housingA is closed
vin-by a removable plate portion‘A' secured in
place by means such las‘bolts l5 at its periphery
and provided adjacent its central'portion with
a depression 16 in whichisfitted a~:flange IT.
The ?ange ll carries packing material“ of suit
able character extending into engagementigwith
a portion of coupling ‘D,’ so ‘that an oil seal ‘is
at. its peripheral portion to‘housing. A in a suitable
manner, and being provided at the open portion
in thereof surrounding the coupling member with
packing material 40 engaging the coupling mem
ber in such a manner as to provide a'lubricant
In front of the'plate‘ 39 the‘coupling member
andits‘ associated-I shaft are supported from the
'end- wall of the "housing so that they can rotate
freely, and for this purpose the end wall of the
‘housing is provided with a bearing sleeve portion
M within which is?tted the outer race 42 of a
which the interior‘ ' of ' the " housing is: supplied.
Adjacent its» central portion ‘the plate A’ is pro--' 45 suitable roller bearing ‘having rollers 43. and an
inner race 44, theiiinner race being engaged in
‘vid'ed‘with a sleeve portion f9 forming a support
provided for retaining oil or otherllubricant with
3for a ball bearing 28 in which the forward por
tion of shaft B‘ is mounted-the inner race of this
an annular seat 45 formed adjacent the forward
end of the coupling member.
Forwardly of .thefbearing for the rear end por
bearing being placed between a’ collar 2| anda
snap ring 2-l" on the shaft.~ The plateA' islcon 50 tion of shaft-C are. provisions» for the rotatable
mounting with'respectto the/shaft, of the in
tinue'd inwardly beyond the sleeve l'9 to provide
ternal gearelement G, previously mentioned. In
‘ a further sleeve 22 of reduced diameter in com
the particular case illustrated-the internal gear
parison to the sleeve l19,~and.this-'sleeve 22 is
G is formed by providing teeth '45 upon. the inner
longer than sleeve I19 and is extended into the
surface of a ‘ring 471, which is continued integrally
‘housing a substantial distance so as to providea'
in a. rearward direction to provide a braking rim
1 substantial support and bearing for the gear I
\48 ‘of somewhat reduceddiameter in comparison
and its associated parts, and also ‘for, a ‘portion
to .the gear ring, therim 48thaving a cylindrical
of the pinion cage F, which portion is rotatably
outer surface with which brake "band I-I cooper
supported on the] rotary. element carrying the
110 ates. The rimy48‘is‘. integrally connected to ya
web 49, generally similar to web 24, and like it
In the form shown, the gear I, which may be
provided with a‘ hub providing‘ for rotational
termed a fulcrum gear, is provided by forming
support, the hub in this case being the sleeve
external teeth on asleeve-like member 23, and
member 50 extended rearwardly from web 549.
this sleeve-like member‘ 23‘ .is rigidly connected
“gear I.
to a web .24 of a braking element ‘25 having a rim 65 Between the-hub portion-5E1 and the shaft C suit
able anti-friction means is interposed, for ex-'
26 with a cylindrical‘ frictionsurface adapted to
cooperate with the brake band J. ,-From the ex
ternally toothed portion of sleeve 23,*the sleeve is
extended forwardly, and adjacent'the forward
ample, thev ball bearings‘ El and, 52, bearing 5|
being arranged forwardly of bearing 52 and en»
gaging a positioning shoulder .53 on shaft C.
The portion of ‘shaft C providing the shoulder
end there is ‘a, ?ange 21 formed‘ on the sleeve, 70
,‘53 is laterally enlarged’, andthis enlarged portion
which flange is ?tted in an annularv recessin
web 24. The sleeve 23 is fastened to the web,
carries a?ange 54 whichiswfastened bymeans
such as bolts 55 and pins 56 to an. annular mem
so as to be rigid therewith, by means such as
ber or ring ‘51. This memberi'l provides the rear
bolts 28 passing through a portion of the web
and through the flange 21 above mentioned. ‘For u wall of the pinion cage F, previously ‘mentioned.
The front wall of the pinion’ cage is ‘formed by a
somewhat similar annular member 58. The front
is not essential. Through a perforation in’ the
and rear walls of the cage are interconnected by
‘ corresponding threads in a nut 82 bearing against
spacing members 59 of T-shaped cross section.
Journaled in the front and rear walls of the cage
are the shafts of a number of pinions, as herein
the. lug whereby the pin is adjustable in a lon
gitudinal direction, the pin being ?xed in the ad
justed position by means such as a cotter pin 82*.
after described. It will be evident from what
At the opposite side of the lug the pin 8| is pro
lug 10 extends a pin 8| having threads engaging
has been said that at its rear end the cage is
Vided with a kerf 83 into which is extended the
rigid with the shaft C. At its forward end, on
extremity of a curved lever 84 adapted to oper
the other hand, the cage is supported from a 10 ate in a substantially horizontal plane, the lever
portion of the element carrying the fulcrum gear
extremity being pivoted to the pin 8| by means
I, andvfor this purpose it is preferred to arrange
a ball bearing 66 between the inner forward por
tion of the cage and the hub portion from which
of a pin 85. The pin 85 has a head 86, and this
head forms‘ a part of a sliding connection be
tween the pin 8| and the abutment ‘ll, said abut
gear I is supported.
15 ment 1| having a head 81 at its upper end con
' Adjacent the rearward end of driving shaft'B
nected to head 86 by a rod 68 slidably engaged
the‘latter' has fastened thereto, as by keys 6|, a
with bores’in the heads 86, 81, and surrounded
‘ ‘gear62 which may‘ be‘ referred to as the engine
between the heads by a helical spring 89 which is
gear, and which isv supported within the cage
under compression and which tends to separate
centrally of the planetary pinions with which the
the ends of the brake band.
cage is equipped. It will be noted also that the
The lever 84, previously mentioned, which may
sun gear which is the fulcrum gear I is extended
‘be of the shape shown in Fig. 3A, is connected at
into the cage by way of the open front portion
its other extremity to an actuating arm '98 at
of» the latter, the gear I being in front of gear
tached to the rock shaft K’, the connection being
62' and in close proximity thereto, and in this 25 made by means of a link 9| pivoted to lever 84.
particular case of somewhat larger diameter than
Adjacent the pivot connection, lever 84 is pro
gear 62. The gear element G is disposed around
vided with a slot 93 in which operates a pin 94
the-rear portion .of the cage so as to engage cer
carried adjacent the extremity of a bifurcated
tain'of the cage pinions.
lever element 95 having a swivel mounting on
The engine gear 62, as will be seen from Fig. 2,
abutment ‘ll. Preferably the abutment ‘H has a
engages at equidistant points‘ three relatively
base portion 96 from which projects upwardly
short pinions 64 supported by means of roller
a post 91 serving as a swiveling support for lever
bearings 65 on shafts 66 extending between the
95, the head 81, previously mention-ed, being
front and rear walls of the cage.
Each of the
detachably connected in a suitable manner to the
pinions .64 is engaged at one side only with a long 35 upper end of this post. Lever 95 swings on this
pinion 61, the pinions 61 alternating with the
post and has the bifurcated portion straddling
pinions 64 and being supPQrted by roller bear
lever 84 and engaging it by the lost-motion con
ings 68 on suitable pinion shafts 69. The long
nection’93, 94.
pinions. 6‘! in the plane or zone where the short
The link v9 I , previously mentioned, is preferably
pinions 64 are» located engage the internal teeth 40 constituted by a two?part member so that it is
46 of'the internal gear G, and the forwardly ex
adjustable in length, one of the parts being a
tended portions of the long pinions engage the
member 98 having at one end a hinge connection
teeth of the external fulcrum 'gear I.
with the free end of arm 90, as indicated at 96,
Referring now to Fig. 3, it will be seen how the
and provided at the opposite end with a threaded
brake band H is formed and mounted, and as the 45 shank Hi0 engaging a threaded sleeve m: car
construction and mounting of the band J is prac
ried by a clevis I62 which constitutes the other
tically identical, a description of one will suf
part of the two-part link and embraces the ex
_?ce. The band H comprisesa spring metal mem-v
tremity of lever 84 and is pivoted thereto by a
her in the form of a split ring 'Hla havingan
pin I03. In effect the link 65 embodies a turn
abutment 10 at one side of the gap between the
buckle for adjusting its length. The arm 90,
extremities, and an abutment ‘H associated with
which extends downward from the rock shaft,
the other terminal. The ring ‘H121 is provided in-,
preferably has a split sleeve [64 surrounding the
teriorly with a suitable lining 10b. The band is
=r0ck shaft and‘ splined thereto and clamped in
located relatively to the housing and limited in
place by a clamp bolt I05.
secured to the metal band. The device 12 com
prises a cylindrical socket portion 16 formed on
the housing and containing a helical spring 11
will have the position shown in Fig. 1, the arm 96
being vertical, and a similar arm Hi6 appurtenant
to the brake band J also being vertical. Fig. 3A
its movement by spring devices ‘(2 and ‘I3 acting 55 . It will be understood that in the neutral posi
against outstanding lugs 14 and 15-, respectively,
tion of the gear, the brake-tightening means
adapted to engage lug ‘I4, vthe spring 11 being held 60 shows how these arms are spaced at different
under ‘compression in an adjustable manner by
means of a bolt member 78 disposed in the socket
portion and adjustable lengthwise therein by
points along the length of rock shaft K’. Now
it will be understood that when it is desired to
tighten band H, the rock shaft will be swung in
a clockwise direction with reference to Fig. 1,v
screwing it in and out of the socket portion, after
which the bolt is secured in position by a lock 65 thereby pulling the link Si to the left (Fig. 1),
nut 19/ The spring device 13 isiof similar con
and with it the attached extremity of lever 84.
As this action takes place, the lever 65 is swung
struction, and it will be seen that whereas spring
on its swivel or pivot from the initial position
device 12 limits movement of theband in a clock
wise direction (Fig. 3), spring‘ device 13 limits
thelband movement in a counter-clockwise di
' rection.
The abutment 10 is in the form of an up
standing lug, and preferably this lug is formed
shown in Fig. 3A so as to bring its outer end more
70 closely into line with the abutments ‘H, 16. This
causes the ends of the band to be drawn. to
gether and the band to be tightened on the rim
of the drum or web member so as to hold the
drum against rotation. . While this action‘is oc—
as a part ofa plate member'80, which isthe same
member on which lug 14 is formed, although this 75 curring, the pin and slot connection 93, 94 an
remnant to the other brake member J permits
its lever 84 to have a certain‘amount of motion
in the .bialseereleasing direction without any vin»
,J'urious e?ect. When the time comes ‘to ‘release
the band
the rock shaft is turned back ‘to
the initial position a countebclockwise direc
tion (Fig, l), and ifitisdesilied to tighten band
J the shaft will be turned farther in the same
direction,:,as will be understood.
It will be understood that inthe neutral posi- ,
tion of the searing shown in We 1.. there will be
up drive of the driven shaft C. The shaft B will
forward ‘drive. In this particular form the en,
gine' gear has thirty-six teeth, the short idler
pinions thirty-six, the long pinions tlriirty-six,
the internal wear one hundred and eleven, and
the external‘ fulcrum gear or sun gear thirty
nine teeth.
By associating three pairs of pinions, each con
sisting of a short pinion and a. long pinion, with
theengine gear and the fulcrum gears, the tooth
loads ‘are divided by three, and there is a good
balancing of the gearing, with avoidance of side
thrust. The pinion cage is very effectively sup
ported for its rotational movement, being strongly
be driven continuously by the engine, and the
supported .at the front as well as at the rear,
engine gear ‘.62 will be continuously rotated, and
there will be some tendency for the pinioncase 15 and the fulcrum gear elements are also very
effectively supported- The gearing speeds and
to rotate in a clockwise direction (Fig. .2) when
the ‘engine. gear is rotated in a clockwise direc~
tion, owing to the engagement of the engine sear
teeth with the teeth of the short pinions 64, al»
though this will be resisted- by “the inertia of the
pinion cage'and shaft C and the propeller resist
ance. Owing to the fact that the short pinions
are in rotatable engagement with the long
pinions, and the long pinions in turn in toothed
‘ engagement with the internal gear G, there will
~ be idling movement of internal gear G in a clock—
wise direction (Fig. 2).
The long pinions 61
the. bearing speeds are relatively low‘, so that
friction is reduced, to'a minimum. The mechae
nism can be kept well lubricated with relative
ease, as the housing may contain lubricating oil,
which, by‘ the motion of the interior parts, will
be carried continually‘ to the bearings requiring
It willabe evident that the mechanism is quite
short so as to occupy a minimum of lengthwise
space in ‘a boat or other- craft, and in relation to
tion (Fig. 2) under these circumstances, the, ex,”
ternal gear I, in toothed engagement. with por
the power transmitted, the transmission can, be
of light weight. The brake bands are very con
veniently operable by actuation of a common ac
tuator such as a rock shaft, and the mechanism
tions thereof will idle in a counter-clockwise di
can‘be manipulated to place it in neutral, for
being rotated on their axes in a clock-wise direc~
ward drive, or‘ reverse drive, ‘with very little ef
fort and" by a short movement which ‘may have
When it is desired to secure forward drive,
considerable rapidity. The brake bands can be
shaft K’ is rocked in a counter-clockwise direc—
tion (Fig. 1) so as to tighten band J on, the brake 35 ‘slipped to a considerable extent, when that isde
sired, without injury to the mechanism, the pos
drum 2,4, 26 carried by external fulcrum' gear I.
sible slippage being much greater than that of a
Gear I being thus ?xed and acting as, a fulcrum,
the rotation'of engine gear 52 causes opposite
disk clutch, for example, and they bands can. be
rotation on their axes of the short pinions. and
slipped even when under‘ heavy tension, and when
rotation on their axes in the same direction of v40 tightened again will. hold ?rmly, there being
the long pinions, and the long pinion-s travel sample clamping power even when they friction
around the fulcrum gear I in a, circular path,
material is thoroughly saturated withoil. The
thus rotating the pinion cage and the. driven
band has a certain wrapping action when tight
ened, which is of assistance in enacting‘ quick
shaft attached to it in the same direction as the
‘drive shaft, all as shown in Fig. 4.
stoppage of the appurtenant brake drum. It is
not necessary to seal. off separately the spaces
When it is desired to reverse the direction of
\ rotation of the‘ propeller shaft, the rock~ shaft is
containing ' the brake bands, and these‘ bands‘ can
moved in a direction to. apply brake band
the same housing with the‘ other parts,
thus lock in ‘fixed, position they internal gear memthere being only two/oil‘ seals in the particular
ber G,v the gear I being free tov rotate. Under
form shown, and‘ these being at the respective
‘ ends of‘ the housing where they-are readily ac
these circumstances the drive is as shown in Fig.
5, the rotation of the engine gear causing 0p.
cessiblei for adjustment or repair.
posite rotation on their axes of the shortpinions,
which rotate the long pinions on their axes. in
The driven shaft,\driven at: reduced speed, is
in line with the drive shaft, and this: enables
the engine to havea low setting in the craft, there
the same, direction as the drive shaft, and which ‘
long pinions, in traveling around the interiorpe»
riphery of the ?xed, internal. gear, cause-the
pinion cage and thus the driven. shalt tube
rotated oppositely to the drive shaft.
The reduction in speed of. the driven shaft
relatively to the drive shaftin the form: selected
being‘ no. need to prop up: the engine from be.
neath, because the‘ drive shaft: of the transmis
sicn when the transmission is installed in the
boat is at a relatively low elevation.
One of’ the advantages of‘ the’ brake band? con
trol is that the bands can- be‘ adjusted"v during the
operation of the mechanism. For‘ adjusting one
of the handset cap plate A2 is removed‘ from. the
top of the housing, thus giving access: to the (1011-.
for illustration
is brought
is in the about
ratio of‘one,
by imparting
tatwc. the
planetary movement tov the pinions, and there. 65
fore to the attached cage, by having the long
nectionbetween» the ends‘of ‘the band, and for
pinions travel in a path or orbit over one. or the
tightening or loosening- the band‘ the correspond- -
other of‘ the fucrum gears.
ing post 81‘ is‘ shifted‘ in the-v appropriate. direc
In this. particular
. tion by manipulation of'nut' 82*.‘
case the cage rotates once while the engine gear
The relativev diameters of“ the several. gears
is rotating twice. In the particular case shown, "
and pinions, asi'llustrated in Figs. 1 to. 5, inclusive;
the engine gear, the short pinions, and the long -
pinionsv all have an’ equal number, of“ teeth but
this is not essential, as- will be‘ pointed out later
on. It is, an important feature‘ of the-invention
are by way of example only, and various changes
in this‘respect' can be‘ made:- in'. order to meet
various conditions; As: one‘. example of. a. dif
ferent arrangement; it: mayv be. saidlrthat: in , a
that>,4a7s in the case shown, the’ driven shaft can 75
transmission: similar to that: previously described
be» rotated at the same speed: in reverse as in
I33 of the internal gear and also with the teeth
of gear I’. The engine gear, which is vfixed on the
rear end portion of shaft B’, as indicated at I34,
have twenty-seven teeth, the short pinions thirty
and this gear, as before, is engaged with the
six, the long pinions thirty, and the sun gear
?fty-one teeth. Such an arrangement will result 5 three short pinions.
The operating mechanism for the brake bands
in the speed ratio between the drive shaft and
in which the internal'fulcrum gear has one hun
dred and eleven teeth, the engine gear, may
H’ and J’ is generally similar to that previously
.described, but inasmuch as the two brake drums
in this case are closer together, it is expedient to
the driven shaft being substantially three to one
rather than two to one, as in the form ?rst de
Many other variations can obviously
10 employ a somewhat different arrangement of the
connections between the rock shaft and the two
bands.- The bands are formed and arranged
6B, the same general principles above referred to
similarly to those of the form ?rst described, and
are employed, one of the'differences being that
the band-tightening mechanism is very- similar,
here the fulcrum gears aredisposecl in the same
plane, andthe long pinions are of stepped forma 15 involving vswinging, tightening and releasing lev
‘be made.
In the modi?ed for-m shown in Figs. 6, 6A and
ers I35, I35’: similar. to the previously described
levers 84, but operating in vertical planes at
opposite sides "of the rock shaft K3. The rock
tion, as hereinafter more particularly described.
Here also the brake device for the internal ful-.
crum gear is located forwardly of said gear
rather than rearwardly thereof.
shaft carries an arm I36 connected to lever I35,
two. ‘connections are identical and therefore it
In this form‘, the driving shaft B’ corresponds 20 and ‘an arm I31 connected to lever I35’.
substantially'to shaft B, and the drivenshaft C’
corresponds substantially to shaft C. At the for
will su?ice to describe the connection between
lever I35 and arm I36. This includes a block I38
mounted between cheeks I36a of‘ arm I36 in such
a manner'as to be tiltable in a plane parallel to
the cheeks. Through this block is threaded a
ward end of shaft B’ is a coupling member D’,
and at the forward end of the housing L is a plate
L’ in which is set a ball bearing ID‘I supporting
the coupling member and shaft. At the rear
end of the housing the construction is very simi
sleeve I39 having'an approximately vertical posi
tion and acting as a guide for a rod I39a pro
lar to that of Fig. l, the shaft C’ ‘being equipped
vided at the lower end with an eye M0 to which is
with a coupling member E’. The pinion cage is
pinned by a pin I4I a short link or clevis I4Ia in
indicated at F’, the internal gear element at G’,
which the adjacent extremity of lever I35 is en
and its brake band at H’; The externalfulcrurn
"gaged and‘pivoted by means of a pin I 42.
gear is indicated at I’, and its associated brake
The rock shaft K3 may be held in a position
band at J’. The transversely arranged rock shaft
corresponding to neutral, so as not to be readily
for operating the bands is indicated at K3.
displaced, by means of a spring-pressed plunger
Rearwardly of the plate L’ at the forward end 35 I43 mounted in a removable cap plate L3 of the
of the housing is the brake drum‘ IIIB for look
housing, and having a pointed lower end adapted
ing fulcrum gear I’, and this drum comprises a
vto engage a groove‘ I44 in a collar I 45 ?xed on the
web I99, a rim III), and a hub III. The hub III
shaft. A spring I 46 acting on the plunger I44
is keyed by key means H2 to a sleeve H3 em
within a socket I41 of the cap plate may be held
braced thereby, said sleeve ‘I I3 being preferably
in place by va screw cap I48. The cap plate may
made integral with the'fulcrum gear I’, as shown.
be held in position removably by means such as
The cage F’ comprises a rear plate I I4, a front
i'bolts I49.v It will be understood that for tight
plate I I5.'short pinions I I6 mounted on shafts
H1, and long pinions H8 mounted on shafts H9.
ening'one‘ of the brake'bands the shaft K3 is
In the form shown the rear plate of the cage is‘ ‘
integral with the driven shaft. The front plate
of the cage is supported “by ‘a ball bearing I20
on a rearwardly projecting sleeve I2I formed as
a part of a transverse supporting wall or parti
rocked by means such as a lever I5I in such a
direction as to pull downwardly on the‘corre
sponding lever I35 or I35’ at the pivotal connec—
tion I42. Thistightens the band on the drum in
substantially- the same manner asin the form
previously described. ~ Each of the levers I35 and
tion I22 with'which the housing is equipped, and
hetween the rear end portion of sleeve ‘HI and
vthe'sleeve carrying the external fulcrum gear I’
is a ball bearing I23, this ball bearing being re
ceived in a'suitable seat in' sleeve I2I. At the
'I35’lhas connected to it by a pin and slot connec
tion I52,‘ a lever I53 hinged’in a terminal lug I54
forward end portion of ' sleeve I2I another ball
opposite the pivotal connection I42, the lever I35
of the corresponding band. A spring I55 inter-'
posed between the ends of the band holds the
band normally in released position. At its end
bearing I24 is seated, providing rotational sup
port for the hub portion of the brake drum rigid
with the gear I’.
(and also I35’) is pivoted by a pin I56 in a verti
cal kerf I5‘! of a pin or bolt I58 mounted in a lug
I59 on the band in a manner similar to that in
The internal gear element'G’ comprises an in
ternally toothed ring I25 to which is rigidly
attached at the rear a shell I 26 enclosing portions
of the cage and pinions and rotatably supported
at its open rear inner part, indicated at I21, upon
a bearing support I28 provided upon the detach
able rear wall L2 of the housing. Rigid with the
ring I25 at the forward portion thereof is a mem
ber' I29 having a web I30, a braking‘ rim I3I
similar to rim H0, and a web I32 providing with
rim I3l a brake drum.
The web I32 has an open
' inner part rotatably supported upon a portion of _
the sleeve I 2 I, previously'mentioned.
The long pinions III! are of stepped formation,
having smaller rearivportions' ll8a' engaged with
the respective associated short pinions, and larger
forward portions II 3b engaged with internal teeth
which pin BI, previously described, is mounted in
It is believed that the operation of the device
now under consideration will be clear from the
foregoing description, the method of operation
being substantially the same as that of the form
?rst described. It will be understood, however,
that an additional reduction of speed as com
pared with the form of Fig. 1 will be obtained,
because, in addition, to the reduction obtained by
moving the pinion cage through planetary move
ment of the pinions, there is in this forma reduc- _
tion of speed in they primary gear train from the
engine gear to the portions of the long pinions
which engage the external ‘and internal fulcrum
It will be noted that in this form the
fulcrum gears are in the same'p'lane, and that,
while a portion of a longpinion is in toothed
engagement with the‘ external ‘or ‘sun fulcrum
gear, an opposite portion of said pinion in a
gagement with the gear ‘I80. In Fig. 7, one set
of pinions is shown ‘in longitudinal section, and
this comprises an inner relatively small bevel
gear pinion vNil in engagement with the engine
transverse direction relatively to the gearing is
gear, a larger‘ intermediate pinion ‘I82 in en
gagement with gear, I18, and a relatively small
outermost bevel pinion I83¢in engagement with
gear I80. The mounting of the three pinions of
a Sct'can'be as shown in Fig. '7, all three being
in toothed engagement with the internal gear.
By stepping the long pinions and having their
portions of greater diameter engage both ful
crum gears,>it is possible to obtain agreater speed
reduction than otherwise.
in mounted to rotate about a ?xed axle member
The partition or supporting ‘wall ‘interposed
between the two brake drums is-of a character
I84 projecting integrally and radially from the
inner end portion of the drivenslia'ft'. Supported
such that it will not interfere in any ‘appreciable
manner with the circulation of lubricating oil
from end to end of the housing, and as before, the i
only oil seals required are those at» the respective
ends of the housing.
around the ‘base portion of axle member I84 is
a ball‘ bearing I85, and engaged with this bear
ing is a spacer I86, and at the outer end of spacer
I86 is a ring member 181, and beyond ringmem
;ber TI 81 is a ball hearing I 88.’ ‘The bevel gear
“II has a stepped sleeve set over the ball hear
In the modi?cation shown in'Figs. '1 and 8,‘
many of the general principles of the gear here
inbefore explained are retained, but in this form
ing I85 and extending outward substantially to
ball bearing’ I88, ‘and upon this sleeve is rigidly
attached the intermediate ‘bevel gear I82, and
there is a substitution of bevel gears for the spur
gearing. In, this form the housing M-"contains a
forward drive shaft B2 and ‘a- rear driven shaft
to the outer portion of the sleeve is rigidly at
tached the outermost pinion ‘I183, the arrange
ment being such that all three pinions of the set
rotate as a unit about the ‘axle member I84. At
the outer circumferential part of the pinion cage
C2, the drive shaft carrying a coupling member
D2 and the driven shaft carrying a coupling mem
ber E2. At the forward end of the housing is a
detachable plate M’ having an integral rear~
wardly extending sleeve 168 on which is mounted
F2‘ a ring member Ir89 is applied after the as
sembly has been completed, and in order to hold
the axle members I85‘ and the outerv ball bear
by means of ball bearings I61, I62 the hub I63 of
a- brake drum I64 having a rim I 65 adapted to be
engaged by a brake band J2. Within ‘the sleeve
Hill is a roller bearing I 66' forming an exterior‘
support for a sleeve I61 of a bevel gear I68 keyed
ings ‘I88 ?rmly in place, bushings I80 of ring
like form are screwed into this 'ring-
The operating mechanism for the brake bands I
J2. and H2 is substantially the same as in the
or otherwise ?xed to shaft B’.
form of Fig. 1, this mechanism including a rock
At its forward end the shaft C2 extends sub- I.‘ 35 shaft‘ K4 corresponding to rock‘ shaft K’ and
stantially 'to the middle of the housing, vand at
operated in a similar manner; ‘
that point it has a centering connection with
In the operation of this mechanism the direc
shaft 13*, indicated at I69. At its rear end the
shaft C2’ is_ mounted in vthe housing in substan
tially the same manner previously described but;
tion of rotation of shaft Bt'may be‘ as indicated
by~the arrow in Fig. 7. In such case the‘ engine
the bearing portion I10 of the rear housing wall
is continued forwardly and reduced in diameter
to provide a supporting sleeve "I ‘for the hub
I12 of a brake drum I13 having a rim. I14 co
acting with a brake ‘band
Hub- I1! is. sup
- When it is desired. torotate the driven shaft C2
ported from sleeve I" by a ball bearing I15,
in the forward‘ direction, the band B2 is tight
and forwardly of ball bearing I15 is a similar
ball bearing I16 supporting the sleeve 01'_ hub
erred to: lock; the drum i131 so that the gear I13
‘portion I11 of-a bevel gear I18‘, which .is rigidly
attached to the drum I13 adjacent the open in
nor part of said
By providing the. drum
I13 with the ?xed‘bevel' gear I18‘ rigid there'
with, a fulcrum bevel gear is provided carrying
a rigid brake drum.
In a similar manner the
brake drum I‘6j4‘ has associated therewithla ful~
crum bevel gear, this "being, provided by attach
gear "58 rotates pinion I81, and the“ other pinions
moving with it, in a counter-clockwise direction.
Any rotational tendency of the came when the
gearing is in the'neutral position. shown in Fig; '7
is‘ overcome by the resistance of. the ‘propeller.
carried by this drum will- be held against move
ment. When this occurs the cooperating gear
I82, which is rotated from. the‘ engine gear in a
counter-clockwise direction, will exert a turning
thrust upon. the cage-‘in the proper direction for
the desired driver. Thei‘re'dubtion in speed of the
driven shaft is obtained, as before, by the plane
tary movement of the three plnions H82) ‘which
ing to the drum Ilil» in an intermediate ‘zone
the hub or flange I19 of a bevel gear ‘I80. The
bevel gear I18 faces in a generally forward di
are: traveling around- the gear I18 in“ a circle.
When it is desired to obtain reverse drive, the
band H2 is released and the band: 3“ tightened,
and the: shaft C2‘ will then be- rotated oppositely
rection from the rear‘ brake drum and: the gear
I80 faces in a generally rearward direction from
the forward ‘brake drum‘, and the gear I811 is of
traveling along gear“ I 80.’
a minimum diameter substantially greater than
the maximum diameter of gear I18. ‘Y ‘
Between the fulcrum gear elements thus pro.
vided', there is‘ located‘ in the. housing a, rotary
cage F2‘ carrying a plurality of bevel pinions; In
the form shown there are three- sets? oflpinions
spaced‘ equidi‘stantl’y about the cageini a circum
withreference to the drive shaft; pinion I83
While: in all cases herein: 1‘ have: described. the
shaft attached to the pinion cage as» being! the
driven shaft rather’ than the drive shatt; it- will
be apparent that in some instances it may be
expedient to reverse this arrangement. ,In such
a reversal a speed-up gearing will’v be‘ provided
rather than: a reduction gearing:
It is: also to' be understood. that, while in the
f'erenti‘al‘ direction, each set; consisting of three 70 forms of the improved. transmission which are
bevel pinions rotatingr about a common: radial
preferred, the/two elements whiclrare tobelocked
axis; the innermost pinion-i of each set being in
selectively against: rotation are‘: stopped by means
engagement with the engine gear I681, there be“
01'. brake- band's' rather‘ than clutches; this is not
ing a middle pinion
engagemeni: with the
essential. in the broadest-1 aspects of the invention.
bevel gear‘ I18, and? an outermost’ pinion in en. 76
I‘ am aware that ‘previous to my invention: selec
rotation about the axis of the-shafts, brake drums
fixed to the respective fulcrum gear members
and having outer peripheral friction surfaces,
tively operable brake bands have been employed
in connection withseparate elements of a reverse
gear in which there is a reductionof speed be
tween the drive shaft and the driven shaft, but I
know of no instance in which the elements braked
correspond to the elements which are selectively
one of said brake drums having a forward loca
tion in the housing‘and the other a rearward lo
cation, brake bands encircling the respective
drums, a rock shaft in the upper part of the hous
ing disposed transversely of the housing beneath
braked in the mechanism of my invention, and
it is desired to point out that an important ad
the upper wall thereof and adapted to be turned
vantage of the ‘present mechanism arises from
10' from the exterior of the housing, devices for
the fact that in reverse the driven shaft is or
tightening and releasing the respective brake
bands extending respectively rearwardly from the
can be driven at the same speed as in forward
drive, and that, moreover, this result is achieved
forward brake band and forwardly’ from the rear
ward band, and means for connecting said devices
with said rock shaft so that when the shaft is
rocked in one direction one band is tightened and
the other released, and when rocked in the oppo
site direction the ?rst band is released and the
in a very simple and direct manner, utilizing a
minimum number of gear elements so arranged as
to provide a simple, compact and rugged trans
mission. -'I‘he novel mechanism. can be used in
various industrial installations as well as for the
propulsion of marine craft.
other tightened.
A wide range of embodiments can be used in
4. In a transmission mechanism, the combina
tion of a housing having end walls and an upper
carrying out the, inventive idea, involving vari
ous changes in the organization of parts and
in the mechanical details, without departure
from theprincip-les of the invention or the scop
of the claims.
Wall, aligned longitudinal shafts in the housing
extended through‘the respective end walls and in
substantially meeting arrangement interiorly of
the'housing, one of said shafts carrying at its
inner end a'gear, and the other of said shafts car
rying at its inner end a pinion cage, sets of pin
housing, two independently rotatable shafts in
ions within said cage located at different circum
said housing in line with each other, one shaft
ferential points, each set having a pinion in in
being the forward part andthe other, being the
30 termeshed relation to said gear, and each set
rear part and one being a driving and the other a
having toothed elements ‘arranged to engage ful
driven shaft, said shafts being in substantially
crum gear members, fulcrum gear members
meeting arrangement intermediate the, ends of
with said pinion sets and mounted for
the housing, a cage ?xed to the driven shaft, a
rotation about the axis ofthe shafts, brake drums
driving gear ?xed to the driving shaft within the
?xed to the respective fulcrum gear members and
cage, sets of intermeshedplanetary pinions car
What I claim is:
l. A reduction and reverse gear comprising a
having outer peripheral friction surfaces, one
ried by the cage driven from the driving gear,
of said brake drums having a forward location
fulcrum gears in the housing co-acting with the
in the housing and the other a rearward location,
planetary pinions and adapted when ?xed in po—
sition to cause rotation in different directions re 40 brake bands encircling the respective drums, a
rock shaft in the upper part of the housing dis
spectively to be imparted to the cage and its as
posed transversely ,of the housing beneath the
sociated shaft, brake bands for locking the re
upper wall thereof and adapted to be turned from
spective fulcrum gears arranged at different
the exterior of the housing, devices for tightening
points lengthwise of the housing, and means in
and releasing the respective brake bands extend
the upper part of the housing between the hands
ing respectively rearwardly from the forward
by which said bands are operable selectively to
lock the fulcrum gears.
brake band and forwardly from_ the rearward
band, and means for-connecting said devices with '
said rock shaft so that when the shaft is rocked
in one direction one band is tightened and the
2. A reduction and reverse gear comprising
driving and driven shafts, a driving gear ?xed
to, one and a cage ?xed to the other, sets of pin
other released, and when rocked in the opposite
direction. the ?rst band is released and the other
ions in planetary arrangement carried by the
cage and rotated on their axes-from said driving
gear, and fulcrum gears co-acting with the pin
tightened, said devices being connected to said
rock shaft at different points in the length of
ions and normally freely rotatable butradapted
to be selectively locked in ?xed position so as to 55 said shaft. ‘
5. Reduction and reverse gearing having driv
obtain forward drive or reversal of the driven
shaft, each set of pinions including a long pin
ion of uniform diameter throughout its length
engaging at one end portion with one fulcrum
gear and at the other end portion with the other
fulcrum gear.
3. In a transmission mechanism, the com-bina
tion of a housing having end walls and an‘ upper
ing and driven shafts adjacent and in line with
each other, a cage carried by the driven shaft,
sets of interrneshed spur pinions arranged planet
wise in the cage, a spur gear for rotating said
pinions on their axes’?xed to the driving shaft,
separate fulcrum spur gear members associated
with the pinion sets and normally freely rotat~
able, and means for braking said fulcrum mem
wall, aligned longitudinal shafts in the housing
extended through the respective end walls and in
substantially meeting arrangement interiorly of
bers selectively, each pinion set comprising a
long pinion and a short pinion meshed with the
the housing, one of said shafts carrying at its
meshed with said gear and the long pinion of each
set being meshed with both of the fulcrum mem
inner end a gear, and the other of said shafts car
rying at its inner end a pinion cage, sets of pin~
long pinion, the short pinion of each set being
ions within said cage located at different circum~~ 70
6. In a transmission mechanism, the combi
ferential points, each set having a pinion in in
nation of a housing having end walls and an
termeshed relation to said gear, and each set
upper wall, aligned shafts in the housing extended
having toothed elements arranged to engage ful
through the respective end walls and in substan
crum gear members, fulcrum gear members
tially meeting arrangement interiorly of the
meshed with said pinion sets and mounted forv 75 housing, one of said shafts carrying at its inner
end‘ a1 gear,’ and the other of: said; shafts carrying
atli-ts inner'end a. pinion cage‘having; a platelike
likefelementiin; azpla‘ne: adj acentathat. of; saidgear;
sets.- of' intermeshedlv spur, pinions: arrangediplanetr
elementinla/plahe adjacent thatgof said: gear, sets
of; intennieshedz spur: pinions?‘ arranged. planet»
pinion adjacent:saidplatelikeelementiandmeshed
wise,‘ in. said cage, eachaset comprising;- a- short
wisei irr sairtoage; eachiset comprising; a short pine‘
ion; adjacent, said plat‘elike element; and? mashed
withsaidi gear and:also comprising a‘: long pinion
with saidgear and also comprising a long; pinion
meshed with the short. pinion and having. an
meshed‘ with‘ the short pinion and having. an" unw _
short pinion which: is 1 remote from\ said pl'atelilie
unmeshed‘ portion- disposed at the- side of. the
element,.separate ‘fulcrum gear members meshed
meshed portion disposed at the: side-of. the’ short
pinioniwhich is remoterfrom saidrplatelike elee in with: the. long.v pinions, . andmeans for braking
said.‘ fulcrum members. selectively, said. fulcrum
merit,v separate: fulcrum gear; members’ meshed
members being. engagedby said long} pinions-at
with the rlorig:v pinions, andimeans for 'brakingisaid'
di?erentpointsin the‘ length of said. pinions, one
fulcrum‘: members‘ selectively.
7. In a transmission mechanism, the: combi-»
nation of; a housing having‘ end walls and an
upper, wall; alignedshafts-in the housing extended
through' the: respective; end? walls and in substan
tially’ meeting arrangement 'interio'rly ofithe 7110115?
ing, one of said shafts ‘carrying at itsiinner. end
_ of said'fulcrum gear members being. an. internal
’ gear.‘ rotatable about‘. the shaft-Which carries the
cage, said. internal gear. being. meshed. with, said
long. pinions in the plane of the. shortpinions.
10. A reduction and reverse gear comprising
a housing, two independently rotatable shafts in‘
a‘ gear, and’ the- other of said. shafts carrying.‘ at 20 said. housing in line with each other longitudi
nallyof‘. said housing and in substantially meet‘
its inner. end a pinion: cage: having. at platelike
ingiarrangement;intermediate of the‘ ends‘ of. the
element in? a. plane adjacent that. of»- saidv‘ge'ar,
housing, a bevelgear fixed to the inner‘ end‘of’ one
setsof intermeshedsspur pinions ‘arrangedplanet
of said ‘shafts, a cage ?xed to the inner end‘ of
wise in“: said cage, each set- comprising a short
the other shaft, fulcrum bevel gears in the hous
pinion adjacent said platelike element and
ing freely rotatable on the axis of said‘shafts' with
meshed with‘- said gear and also, comprising‘ a
long pinion meshed: with the short, pinion and
having an ‘unmeshed: portion disposednat' the
one arranged on one side of the. division between
side of the, short pin-ion‘ which ism-remote from-said
line, sets. of bevel pinions carried by the cage,
the shafts and the. other on the other side of said
platelike elemenhseparate fulcrum- gearmembers 30 each. set having its pinions rotating about a
radially disposed axis;,each' set in'cludi'nga pinion
meshed: with the long pinions, and:' means for
braking said fulcrum members selectively, said
meshing with said ?rst-mentioned bevel gear and
fulcrum» members being- engaged by said long
pinions: at’ different points, in. they length, of said
with said‘ fulcrum bevel gears, brake drums ?xed
also including other pinions meshed respectively
35 to the respective fulcrum gears and of larger
diameter than said gears, brake‘ bands. for look
8t Inga, transmission mechanism, the’ combina- I
ing the res-pective‘fulcrum. gears disposed within
said housing, and. means disposed within said
wall, aligned shafts in: the; housing extended
housing between said bands for operating 'said
through the respective end ‘walls. and in sub
stantially meeting arrangement interior-1y of- the .40 brake bands selectively.
11. A reduction and reverse gear comprising a
housing, one of, said shafts carrying? at its inner
_housing, two independently rotatable shafts in
end a gear, and the‘ other of said shafts,v carry
saidihousing in line with each other‘ and in sub
ing at its-inner endza. pinion. cage‘ having- a plate
stantial meeting arrangement intermediate of
like. element in a plane adjacent that of. said
the ends of the housing, one shaft being‘ in the
gear, sets, of intermeshed spur pinions arranged
forward‘ part and the other being in the rear
planetwise- in said cage,‘ each'set ‘comprising. a
. tionof a housing havingendwalls and an, upper
shortpinion adjacent-said platelikeelement and
part, a bevel gear ?xed to the inner end of one of
said shafts, a cage ?xed to the innerend of the
meshed-withsaidgear and also comprising a long
other shaft, a fulcrum bevel gear loosely sur
pinion. meshedw-ith the short pinion. and having
an- unmeshed. portion. disposed at thev side of, the 50 rounding one of said shafts‘ in the‘ forward- part
of the housing, another fulcrum bevel gear‘ loosely
short pinion which is remoteifrom said plate-like
surrounding ‘the other shaft in the rear part of
element,‘ separate fulcrum gear membersmeshed
the housing, said fulcrum b'evel gears being of
with the long pinionseandlmeans for braking said
different diameter, ‘sets of ' concentric bevel pin
fulcrum members selectively, said fulcrum mem
bersbeing engaged by said. long pinions at differ 55 ions'having radial axes carried by and within said
cage, there being three pinions in each setone
ent points in the length of said», pinions, one, of
of which meshes ‘with ‘the ?rst-mentioned bevel
saidfulcrum gear members being an internal gear
gear and the other two of which mesh with the
respective fulcrum bevel gears, brake: drums car'
tion of, a housing having, end walls andv an upper 60 ried by the respective fulcrum gears, brake bands
encircling said brake drums, and means disposed
wall, aligned. shafts in the housing extended
within the upper part of the ‘housing between
through‘ the respective: end walls and in sub
the fulcrum gears for operating, said brake? bands
stantially meeting arrangement interiorly of. the
selectively so that one‘ is tightened as the. other
housing, one- of saidshafts, carrying, at its inner
end a gear, and‘ the other of said shafts carry 65 is. released‘. ‘
ing. at its inner end. a pinion. cage having. a plate
rotatable about the shaft whichv carries the cage.
,- 9. In’ a transmission mechanism, the combina
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