Compartmentalized Riding Trowel Cvt Clutch Module

Abstract

A modular, continuously variable ratio transmission adapted to be coupled between the drive motor of a dual rotor riding trowel and the lower drive train. First and second rigid, generally planar frame plates are secured in parallel relation by a plurality of spacers. The first fame plate has a clearance orifice for admitting a portion of the trowel engine. A stub shaft receives input power and rotates a first pulley that drives a second pulley with a reduced diameter. A first jackshaft driven by said second pulley drives a variable CVT drive pulley affixed externally of the module. A second variable drive pulley coupled to said first variable drive pulley by a belt drives a second jackshaft splined to a fifth pulley that is coupled to a sixth pulley having a diameter greater than the diameter of said fifth pulley. The sixth pulley is coupled to trowel gearbox drive shafts.

Claims

1. A modular, compartmentalized continuously variable ratio transmission adapted to be coupled between the drive motor of a dual rotor riding trowel and the lower trowel drive train that operates the trowel rotors, the transmission comprising: a first rigid, generally planar frame plate; a second rigid, generally planar frame plate spaced apart from said first frame plate in generally parallel relation therewith; an interior region defined between said first and second frame plates forming a compartment for gear reduction components; a plurality of spacers extending between said first and second frame plates; a stub shaft for inputting power; a first pulley splined to said stub shaft; a second pulley having a diameter less than said first pulley diameter, said second pulley driven by said first pulley; a first jackshaft driven by said second pulley; a third pulley comprising a variable CVT driven by said first jackshaft; a fourth pulley comprising a second CVT variable drive coupled to said third pulley; a second jackshaft driven by said fourth pulley; a fifth pulley driven by said second jackshaft; a sixth pulley having a diameter greater than the diameter of said fifth pulley, and driven by said fifth pulley; said sixth pulley driving trowel rotor drive inputs.

2. A modular, compartmentalized continuously variable ratio transmission adapted to be coupled between the drive motor of a dual rotor riding trowel and the lower trowel drive train that operates the trowel rotors, the transmission comprising: a first rigid, generally planar frame plate comprising a clearance orifice for admitting a portion of the trowel internal combustion engine enabling the coupling of the module to the trowel engine; a second rigid, generally planar frame plate spaced apart from said first frame plate in generally parallel relation therewith; an interior region defined between said first and second frame plates forming a compartment for gear reduction components; a plurality of spacers extending between said first and second frame plates for maintaining them in spaced relation; a PTO stub shaft for inputting power; a first pulley splined to said stub shaft; a second pulley having a diameter less than said first pulley diameter, said second pulley spaced apart from said first pulley and coupled thereto by a drive belt; said second pulley journalled for rotation between said first and second frame plates; a first jackshaft driven by said second pulley; a third pulley comprising a variable CVT drive affixed externally of the module driven by said first jackshaft; a fourth pulley comprising a second CVT variable drive coupled to said third pulley by a belt; a second jackshaft splined to said fourth pulley; a fifth pulley driven by said second jackshaft; a sixth pulley having a diameter greater than the diameter of said fifth pulley, and coupled thereto by a belt; said sixth pulley driving a pair of gearbox drive shafts adapted to be coupled to trowel rotor drive inputs.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In the following drawings, which form a part of the specification and which are to be construed in conjunction therewith, and in which like reference numerals have been employed throughout wherever possible to indicate like parts in the various views:

[0036] FIG. 1 is left, frontal isometric view showing the preferred CVT module adapted to be mounted to an internal combustion engine of the type suitable for use with modern dual-rotor riding trowels;

[0037] FIG. 2 is a right frontal isometric view of my new CVT module;

[0038] FIG. 3 is a rear isometric view of my new CVT module;

[0039] FIG. 4 is a rear isometric view of the preferred CVT system; and,

[0040] FIG. 5 is an enlarged, fragmentary, right elevational view.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0041] The subject matter of this patent is related to one or more of the following U.S. Pat. No. D323,510 issued January 1992; U.S. Pat. No. 3,936,212 issued February 1976; U.S. Pat. No. 4,046,484 issued Sep. 6, 1977; U.S. Pat. No. 4,312,603 issued Jan. 26, 1982; U.S. Pat. No. 4,556,339 issued Dec. 3, 1985; U.S. Pat. No. 4,676,691 issued Jun. 10, 1987; U.S. Pat. No. 4,710,055 issued Dec. 1, 1987, U.S. Pat. No. 5,108,220 issued Apr. 28, 1992; U.S. Pat. No. 5,238,323 issued Aug. 24, 1993; U.S. Pat. No. 5,405,216 issued Apr. 11, 1995; U.S. Pat. No. 5,480,257 issued Jan. 2, 1996; U.S. Pat. No. 5,480,258 issued Jan. 2, 1996; U.S. Pat. No. 5,613,801 issued Mar. 25, 1997; U.S. Pat. No. 5,658,089 issued Aug. 19, 1997; U.S. Pat. No. 5,685,667 issued Nov. 11, 1997; U.S. Pat. No. 5,803,658 issued Sep. 8, 1998; U.S. Pat. No. 5,934,823 issued Aug. 10, 1999; U.S. Pat. No. 5,988,938 issued Nov. 23, 1999; U.S. Pat. No. 6,019,545 issued Feb. 1, 2000; and U.S. Pat. No. 9,068,300 issued Jun. 30, 2015. For purposes of disclosure, and compliance with enablement and disclosure requirements of 35 USC Sec. 112 et. seq., the foregoing patents are hereby incorporated by reference as if fully set forth herein.

[0042] The subject matter of this patent is also related to one or more of the following other references: Hi-Lo Variable Speed Pulley Drives brochure by Hi-Lo Manufacturing Co., November 1994; TS 78 Multi-Lap Ride-On Power Trowel Spec Sheet by Bartell Powell Products; Bartell Power Trowels Brochure Speed Selector Inc.'s Variable Speed Drives & Accessories Brochure form 910-1-9; For purposes of disclosure, and compliance with 35 USC Sec. 112, the foregoing references are hereby incorporated by reference as if fully set forth herein.

[0043] With reference to the accompanying drawings, a CVT module constructed according to the best mode of the invention has been designated generally by the reference numeral 20. CVT module 20 is adapted to be employed upon a dual rotor riding trowel of the type known in the art, which has been described in a plurality of the previously discussed references. It should be appreciated that the applicable trowel may comprise either modern hydraulic steering, or it may employ older, manual steering arrangements. The drive engine may be diesel, gasoline, or gas (i.e., propane) powered.

[0044] The CVT module 20 is preferably mounted upon suitable rigid support structure adjacent the drive engine of a trowel or other motor-propelled implement proximate the main frame. The power input end of the CVT module has been generally designated by the reference numeral 46 in FIGS. 1, and 2. The CVT module is positioned proximate the output end of a conventional internal combustion engine, with the engine flywheel (not shown) clearing orifice 23 (FIG. 2) that is defined in module frame plate 54. The internal combustion drive engine couples to stub shaft 24 to transmit power into the CVT unit 20. The module 20 is secured to the engine of the trowel with suitable fasteners penetrating mounting orifices 21 defined in plate 54 that bolt to the internal combustion engine backing plate.

[0045] Power is inputted through the input stage of the CVT unit (i.e., the first stage) via a pulley 60 (i.e., FIGS. 2, 3) that is splined to PTO stub shaft 24. Belt 62 entrained over pulley 60 is coupled to a reduced diameter pulley 64 that is positioned above pulley 60, and journalled for rotation between frame plates 54 and 74 (i.e., FIG. 3). Preferably an idler pulley 63 (i.e., FIG. 5) maintains proper tension against belt 62. Pulley 64 thus rotates faster than pulley 60, as it has a reduced diameter. Pulley 64 is splined to a jackshaft 66 (FIG. 3) that penetrates it and terminates through a suitable bushing within a roller bearing 69 attached to frame plate 54. Jackshaft 66, which extends between frame plates 54 and 74, rotates at a higher speed and lower torque than the engine flywheel that is coupled to stub shaft 24 as described above.

[0046] Jackshaft 66 is escapes through frame plate 74 through a bearing 70 affixed to a frame plate 74 that is parallel with and spaced apart from frame plate 54 described previously. Jackshaft 66 penetrates frame plate 74 and terminates within and is splined to a variable drive pulley 84 affixed externally of the CVT module. Pulley 84 can change its effective diameter, varying the speed and torque transmitted to lower, variable pulley 88 (FIG. 4) by belt 90. Pulley 84 will be driven by jackshaft 66 at a higher speed than the engine, therefore operating at a lower torque. CVT gear ratio conversion is effectuated by the combination of pulleys 84, 88 (i.e., FIG. 2).

[0047] A second jackshaft 92 (FIG. 2) splined to pulley 88 enters the interior region 89 defined between frame plates 54 and 74. Jackshaft 92 extends through a roller bearing 95 that is mounted to vertically oriented frame plate 74 (i.e., FIG. 2) and terminates in a pillow block bearing 97 (FIG. 2) mounted to frame plate 54. Jackshaft 92 drives a pulley 104 operating a belt 108 entrained over a larger diameter, lower pulley 111 that is coupled to a gearbox drive shaft 113 adapted to be coupled to one of the trowel rotor drive inputs via flange 114. An opposite gearbox drive shaft 115 is adapted to be coupled to an the opposite rotor of the trowel. Gearbox and rotor details are discussed and illustrated in the previously cited references. Preferably an idler pulley 109 (i.e., FIG. 5) maintains proper belt tension. Gearbox drive shaft 113 is supported by spaced-apart bearings 116 (FIG. 2) and external 118 (FIG. 3).

[0048] In short, the Allen power transmission system takes the power of the engine, which is supplied at a particular rotating speed and torque, converts it to a higher speed and lower torque which is more suitable for the CVT apparatus 84, then converts back to a lower speed and higher torque which is necessary for the proper function of the machine.

[0049] Frame plates 54 and 74 are rigid and substantially flat and parallel. They are maintained in proper position by a plurality of rigid, elongated tubular sleeves 128. Each sleeve is compressively secured by a suitable bolt 131 (i.e., FIG. 4) that coaxially penetrates its respective sleeve and terminates in a locking nut

[0050] From the foregoing, it will be seen that this invention is one well adapted to obtain all the ends and objects herein set forth, together with other advantages which are inherent to the structure.

[0051] It will be understood that certain features and subcombinations are of utility and may be employed without reference to other features and subcombinations.

[0052] As many possible embodiments may be made of the invention without departing from the scope thereof, it is to be understood that all matter herein set forth or shown in the accompanying drawings is to be interpreted as illustrative and not in a limiting sense.