Abstract:
A transmission with two parallel shafts has an input shaft that may be directly connected to an engine crankshaft. The input shaft carries fixed gears that are at all times meshed with corresponding gears on the output shaft. Also, the input shaft has a screw type pump to circulate and cool fluids. 
     The output shaft carries various modules. Each module is made up of an electromagnetic clutch with a parallel gear-plate on each side. Modules can be added or removed. All gears on the output shaft are on bearings and free to rotate. 
     When a rheological and/or a magnetizable fluid between the electromagnets and the adjacent gear-plate are electrically energized, the fluid between them changes phase and/or it becomes magnetized and/or solidified. 
     The electromagnetic force also pulls the sliding gear-plate to bond to the electromagnet. Each side of the electromagnet is energized independently to either attract or repulse the adjacent gear-plate. 
     When one of the various electromagnetic clutches is installed between the engine crankshaft and the transmission input shaft. Synchronization type clutch gear-plates may be installed on the output shaft. The manual gear selector transfers electrical current from a source to the various contacts on the transmitter and thereafter along the output shaft and to the desired side of the electromagnet.

Description:
BACKGROUND OF THE TRANSMISSION 
     In general existing manual and automatic automobile transmissions are complicated, inefficient, expensive, and heavy. At present few automatic automobile transmissions exist with seven or more gears. The present engineering designs are extremely difficult to build and disassemble. 
     The present art utilizes pedal friction clutches or torque converters or very complicated electromagnetic clutches for coupling the engine to the transmission shaft and very complicated oil pumps with intricate valve boxes and channels to distribute high pressure oil to control clutches so gears can be meshed or activated. Recently, computers have been incorporated to better control the timing for meshing gears in automatic transmissions, but the basic engineering designs have changed very little. 
     TRANSMISSION FOR AUTOMOTIVE VEHICLES OR MACHINERY 
     SUMMARY OF THE INVENTION 
     Transmission type 1  has an input shaft supported by the casing end bearings. The input shaft is directly connected to the engine crankshaft and rotates at the same speed and direction as the engine crankshaft. The input shaft has one canal to allow the inner annulus of the gears to be keyed with the shaft. The gears slide along the shaft and are mechanically fixed to the same shaft. 
     Spacers are installed between gears to prevent longitudinal movement of the gears and strengthen the shaft. A screw type pump is machined from the end of the input shaft to push the fluid from the lower interior casing through the canal and the output shaft to lubricate bearings, gears, spacers and electromagnets. 
     The output shaft is also supported by the casing end bearings. The output shaft has six canals. One canal engages the inner annulus of the free rotating gear tooth, one canal transports fluid and four canals carry electrical conduits (one canal for each electromagnet). 
     Gears, electromagnets, and spacers, are all assembled by sliding them along the shaft. The reverse gear, also on bearings, is connected to a third gear (idler gear not shown) or a belt-chain connected to the input shaft-gear to cause rotation in the same direction as the input shaft. All gears on the output shaft are on bearings and free to rotate and slide axially. They are meshed with corresponding gears on the input shaft. These gears rotate opposite the gears of the input shaft. 
     Fluid is transported along the output shaft canal and pushed through weep holes to lubricate all bearings of the transmission and spaces between the electromagnet and adjacent spaces and between gears and spacers. 
     Electrical current is transmitted to the electromagnets in conduits inside the output shaft canals. Only one side at a time of the electromagnet is energized “positive” and therefore attracts only one gear-plate. Bonding between the electromagnet and the adjacent gear is achieved by strong magnetic forces attracting the adjacent sliding gear-plate and also by energizing the rheological fluid and/or magnetizable fluid between the electromagnet and the gear-plate from liquid to solid which cause friction between the magnet and the gear-plate. 
     Transmission type  2  uses various electromagnetic clutches. In this type of transmission the input shaft is connected to the engine crankshaft by an electromagnetic friction clutch or an electromagnet ferrous powder clutch. Each side of a module on the output shaft also has an electromagnetic clutch with a synchronization mechanism. Bonding between the electromagnet and the adjacent gear-plate is achieved during and after the gear is synchronized with its adjacent electromagnet, while at the same time the electromagnet pulls the gear-plate toward itself. 
     Simple manual, semi-manual or automatic gear selectors are claimed that direct electric current to the various electromagnets. Various electromagnets can be used in combination with each other or individually. 
     The advantages of these inventions are as follows: 
     1. There is no need to mesh gears. 
     2. There is no need for a torque converter. 
     3. There is no need for a high pressure oil pump or hydraulic cylinders to activate clutches. 
     4. There is no need for a valve box and valves to distribute fluids. 
     5. There is no need for an intermediate servo. 
     6. There is no need for sophisticated computers. 
     7. There is no need for a modulator. 
     8. There is no need for a governor. 
     9. There is no need for an extension housing. 
     10. There is no need for epicyclic gears. 
     11. A substantial number of gears can be added or removed with very minor changes. 
     12. The gear ratio can be unlimited. 
     13. The number of parts are substantially reduced by more than 80%. 
     14. The time to assemble or disassemble the transmission can be cut by more than 90%. 
     15. Very few tools are needed to assemble these transmissions. 
     16. The cost for building this transmission can be cut by more than 80%, when compared to conventional automobile transmissions. 
    
    
     Since this transmission is radically different from the present art it is helpful to review the attached DRAWINGS  1 ,  2 ,  3 , and  4 . 
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1, DRAWING  1  is a longitudinal section of the transmission showing the relationship between all major parts attached to the input and output shafts and the casing of the transmission. 
     FIG. 2, DRAWING  2  is a cross section of the electrical commutator on the output shaft showing the contact rings and brushes. 
     FIG. 3, DRAWING  2  is a cross section of the output shaft showing the various canals and electrical conduits. 
     FIG. 4, DRAWING  2  is a longitudinal section of the electrical commutator showing the various brushes, rings and shaft. 
     FIG. 5, DRAWING  2  is a cross section of the transmission showing the outer case, fluid canal, and gears on the input and output shaft. 
     FIG. 6, DRAWING  3  is a longitudinal section of the manual and semi-automatic gear selector showing the various electrical contacts, electrical wire distribution, stick shift, gear positions, and current regulator. 
     FIG. 7, DRAWING  3  is a cross section of the manual gear selector showing support mechanism for stick shift, springs and electrical contact points. 
     FIG. 8, DRAWING  3  is a plan of the automatic gear selector, a modified speedometer box, showing a suggested position where various speeds start and end. 
     FIG. 9, DRAWING  3  is an elevation of the automatic gear selector and speedometer box shown in FIG. 8, showing the sides of the electrical terminal strips, the speedometer pointer with side terminal and electrical wires. 
     FIG. 10, DRAWING  4  is a section through a parallel electromagnetic clutches.  23 ,  24  gear  17 , 18 , and  19 , spacer  75  and the electrical transmitter  38  that are attached to output shaft  3 . 
     FIG. 11, DRAWING  4  is a section of a friction spring loaded electromagnetic clutch, facing the flywheel or a motor plate. 
     FIG. 12, DRAWING  4  is a cross-section of FIG.  11  through the electromagnet showing the shaft and springs in relation to the electromagnet . 
     FIG. 13, DRAWING  4  is a section of an alternate electromagnetic clutch with a synchronization mechanism. 
     FIG. 14, DRAWING  4  is a section of an alternate electromagnetic clutch which is completely encased within a gear-plate. Magnetic powder or rheological fluid fills the inner space between the electromagnet and the inner gear surface. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Transmission Case 
     FIG. 1 is a longitudinal section showing the transmission casing  29  with input shaft  2  and output shafts  3 , gear-plates, electromagnets, spacers, emergency hand disc-break, commutator, bearings, canals, flywheel, fluid pump and filter, fluid dip stick, temperature gauge, baffle and oil pump end plates. Shaft  1  is the engine power source and supports flywheel  40 . 
     Input shaft  2  is supported by end bearings  26  and is either directly connected to the engine or can be joined to the engine flywheel by electromagnet  39  or an alternate electromagnet. Gears  4 , 5 , 6 , 7 , 8 , 9 , 10 , and  11 , pump  33  and electromagnet  39  are keyed to shaft  2  and rotate at the same speed and direction as the engine. 
     Output shaft  3  is supported by end bearings  26 , gears  12 , 13 , 14 , 15 , 16 , 17 , 18 , and  19 , are on bearings and free to rotate around shaft  3  and slide axially. The gears inner race  26 A FIG. 5 electromagnets  21 ,  22 ,  23 , and  24 , hand brake disc  37 , transmitter  38 , and spacer  75 , are keyed to shaft  3 . Reverse gear  4  is keyed to shaft  2 , it causes rotation to shaft  3  either by a belt-chain  20  or a separate idler gear (not shown). Gear  4  is meshed to the idler gear which is meshed to gear  12 . Gear  12  (reverse) rotates opposite to all other gears on shaft  3 . 
     Gears  5 ,  6 ,  7 ,  8 ,  9 ,  10 , and  11 , keyed to shaft  2  are always meshed with corresponding gears  13 ,  14 ,  15 ,  16 ,  17 ,  18 ,  19 , and are the forward gears. Gear  14  shows an extended arm ring over the electromagnet to synchronize the rotation of the gear-plate with the electromagnet and to maximize the surface area in contact with the electromagnet similar to  18  FIG.  13 . 
     Gear  16 ,  17 ,  18 , and  19 , have a plate adjacent to the gears to increase the bonding surface area facing the electromagnet. Belt-chain  20  can be substituted for the idler gear. When shaft  2  rotates the belt-chain causes shaft  3  to rotate in the same direction as shaft  2 . 
     Each electromagnet module  21 ,  22 ,  23 , and  24 , keyed to shaft  3  has a multitude of electrical supply sources and face a parallel and free rotating gear-plate on each side. Each side of the electromagnet is independently energized to pull its adjacent gear-plate . The gear-plate causes (when bonded with the electromagnet) rotation of the electromagnet on the output shaft  3 . 
     The electrical power source to the electromagnets comes from electrical wires  44 ,  45 ,  46 ,  47 ,  48 ,  49 ,  50 , and  51 , FIGS. 3 and 4 that travel within canals of shaft  3 . 
     Fluid supply lines  25 , lubricate and cool bearings  26 . The fluid in housing  29  goes through canal  32  and is pushed by pump  33  towards shaft  3 , the interior housing  34  is shaped to direct the fluid to shaft  3  canal  52 . Canal  52 , FIG. 3, on shaft  3  extends to the opposite side of the shaft to lubricate all bearings, gears and spacers. 
     Bearings  26  support shaft  2  and  3 . Bearings  26   c,  FIG. 5 for gears  12 ,  13 ,  14 ,  15 , 16 , 17 , 18 , and  19  are lubricated by the fluid canal  52 , FIG. 3, on shaft  3 . 
     Baffle  27  controls turbulence adjacent to reverse gears  4  and  12 . Interior emergency hand brake  28  surrounding electromagnet  21  is operated by conventional methods (not shown). Transmission housing  29  encases all gears, shafts  1  and  2 , electromagnets, spacers and end plate  30 , bearings, fluids, and flywheel. 
     End plate  30  supports shaft  1  and  2 , and closes the transmission case. 
     Fluid clean out bolt  31  acts both as a filter and a removable screw type bolt to drain the transmission fluid. The fluid flows from housing  29  through filter  31  and through canal  32 . The purpose of canal  32  is to cool the transmission fluid and to transport the fluid from the inner housing  29  to pump  33  and on to shaft  3 . 
     Screw pump  33  is machined at the end of shaft  2  and pushes fluid from canal  32  to canal  52 , FIG. 3, on shaft  3 . 
     The interior case is curved at  34  and space is provided around shaft  3  to allow fluid to be transferred from a perpendicular source from canal  32  to a rotating shaft  3  and along canal  52 . Fluid dipstick  35  measures fluid level and temperature of fluid of interior housing  29 . Housing seals  36  prevent fluids from escaping from interior housing  29  to exterior. 
     Auxiliary emergency hand disc break  37  is an alternate type emergency hand break. It is located on exterior of housing  29  and fixed to shaft  3 . 
     Flywheel  40  is a modified flywheel-friction plate able to couple with electromagnet  39 . The rotating flywheel can cause electromagnet  39  to generate electricity. 
     FIG. 2 is a cross section through transmitter  38  FIG.  1  and shaft  3  FIG.  1 . This section is taken at wire  51  FIG.  4 . Shaft  3  shows one canal with one electrical wire-brush  51 . The non electrical conductive ring  43  surrounds shaft  3  and the electrical conductive metallic ring  42  surrounds ring  43 . 
     FIG. 3 is a cross section of shaft  3 FIG. 1, it shows cross section with canals to accommodate conduits  44 - 45 ,  46 - 47 ,  48 - 49 , and  50 - 51 . Canal  52  carries fluids and canal  53  is a space to be keyed with the gears, electromagnet, and spacers. 
     A Multiple Commutator 
     FIG. 4 is a longitudinal section of commutator  38  FIG.  1 . Commutator  38  receives electrical current from either the manual or automatic gear selector FIGS.  6 , 7 , 8  and  9 . Commutator  38  transmits current to rotating shaft  3  and to electromagnets  21 ,  22 ,  23 ,  24 , and  39  FIG.  1 . Wires to electromagnet  39  come from the current control box  87  FIG.  6 . 
     The electrical current from the gear selector FIG. 6 and 7 is carried by wires  45 -I,  46 -II,  47 -III,  48 -IV,  49 -V,  50 -VI, and  51 -VII FIG. 6 and 7, electrical current from the gear selector FIG. 8 and 9 is carried by wires  45 -A,  46 -A,  47 -A,  48 -A,  49 -A,  50 -A, and  51 -A FIGS. 8 and 9. Current is transmitted from these wires to rings  44 ,  45 ,  46 ,  47 ,  48 ,  49 ,  50 , and  51 FIGS. 4 &amp; 10. 
     Housing  38 FIG. 4 is fixed to the frame and does not rotate. Commutator  38  has a non electrical conductive base  43 FIG. 2 surrounding shaft  3 , separate electrical conductive metal rings  42  surround ring  43 FIGS. 2&amp;3. Each ring  42  is connected to its own wire encased in the canals of shaft  3  FIG.  3  and extend to one side of the corresponding electromagnets. 
     Wires  44  and  45 FIG. 4 supply electrical current to electromagnet  21 FIG. 1 to bond with gears  12  or  13  FIG.  1 . 
     Wires  46  and  47 FIG. 4 supply electrical current to electromagnet  22 FIG. 1 to bond with gears  14  or  15  FIG.  1 . 
     Wires  48  and  49 FIG. 4 supply electrical current to electromagnet  23 FIG. 1 to bond with gears  16  or  17  FIG.  1 . 
     Wires  50  and  51 FIG. 4 supply electrical current to electromagnet  24 FIG. 1 to bond with gears  18  or  19  FIG.  1 . 
     Seals  36 FIG. 4 prevent the elements from contaminating the interior of housing  38 . 
     FIG. 5 is a cross section through housing  29 FIG. 1, gears  9 ,  17  and shafts  2  and  3 . Gear-plate  17  with the end plate in the background sits on bearings  26 C that surrounds a metallic ring race  26 A and is free to rotate. Inner race  26 A has a tooth and is keyed to shaft  3  and carries bushing  26 C. Canal  52  carries fluid to bushing  26 C through a hole on ring  26 A. The fluid is discharged through the sides of bearing  26 C, between sides of gear  17 , electromagnet  23 FIG. 1, gear  18 FIG. 1, or spacer  75  FIG.  1 . Gear  17 FIG. 5 is always meshed to gear  9 . Gear  9  is keyed to shaft  2 . 
     Gear Selector 
     FIG. 6 is a longitudinal section of the manual gear selector, lower casing  55 FIGS. 6 and 7 is fixed to base  74  and supports rotating uppercase  54  with handle  56  that are connected to bolt and nut  59 . Base  74  is stationary and is connected to frame (not shown). Plate  57  with electrical contacts R, A, I, II,III, IV, V, VI, VII, spring  58 FIG. 7 are supported by bolt  59  FIG.  7  and prevented from rotating by the lower casing  55 , shims  60  and spacer  61 FIG. 7 are also supported by bolt  59 . The lower end of handle  56  has a protruding terminal contact that engages recessed terminal contacts on plate  57 FIGS. 6 and 7, as the handle  56  is rotated from contact to contact it moves in and out of the recessed contacts on plate  57 . Plate  57  is pressured against the handle  56  by spring  58  FIG.  7 . The compression and tension of springs  58  FIG.  7  and therefore on handle  56  can be adjusted by the bolt-nut  59 , the spacer  61 FIG. 7 prevents the bolt and nut  59  from over tightening the casing  55 . 
     Electrical current to the electromagnet comes from the battery to the induction current control box  87  through wire  73  which is connected to the terminal on handle  56 , for example, when the terminal on handle  56  makes contact with terminal I electrical current is transferred to wire  45  I on to wire  45  in FIG.  4  and to the electromagnet  21  which will attract gear-plate  13 . If, for example, you want the gear to be selected automatically handle  56  is rotated to terminal A and contact is made with wire  63 A, wire  63 A is split into two wires  71  and  71 A FIG.  8 . Current to the electromagnet is selected by gear selector FIGS. 8 and 9. Terminal N is neutral, plate  57  has a cavity to let handle  56  make a positive stop but has no electrical contact or wire therefore, no current is transmitted through the gear selector  56 . An alternate compound fan shaped plate  56 A is used instead of a single contact handle  56 . Handle  56 A has multiple contacts, one for each side of the electromagnet. All forward gears have a preselected current flow to the electromagnet but less than 100%. Only the lowest gear selected is 100% bonded to it&#39;s electromagnet. All higher gears are partially bonded with controlled slippage. 
     Plate  57  supports the recessed terminals R, N, A,I, II, III, IV, V, VI and VII to control the electromagnet and gears within the transmission. 
     Plate  57 , at a different level, also supports a continuous Plate  57 A that spans the spaces between the recessed terminals R, N, A,I, II, III, IV, V, VI and VII but they do not touch each other. Plate  57 A has a conduit to control the electromagnet between the engine and the transmission. 
     As the gear selector rotates and steps out of the recessed terminals it disconnects the current flow to the electromagnet of the transmission interior and the gear separates from the electromagnet. When the gear selector touches the space (plate) between the recessed terminals it transfers the current flow to the electromagnet between the engine and the transmission, disconnecting the electromagnet from the flywheel. 
     As the selector rotates further and engages another recessed terminal, the current flow to the flywheel-electromagnet stops and the flywheel- electromagnet, due to spring forces, engage with each other once again, while the current energizes the next electromagnet on the interior of the transmission and bonds a gear-plate to the electromagnet. 
     FIG. 7 is a cross section of the manual gear selector FIG. 6 showing the handle contact with plate  57 . 
     Automatic Gear Selector 
     FIG. 8 is a plan of the automatic gear selector. A transparent casing  62  encloses a modified speedometer box  72 , speedometer pointer  63 FIGS. 8 and 9 has extended arms to the sides of the box with terminal contacts and is supported by plate  64  FIG.  9 . The contacts could be on the face of the speedometer box  72 FIG. 8 (not shown). Casing  68  contains coiled wire  71  and  71 A FIG. 9 to minimize friction on the rotation of the speedometer pointer  63 . Odometer  69  and  70  are shown in FIG.  8 . Current from wire  71  and  71 A is transmitted along the speedometer pointer  63  and to the side terminal contact plates  45 A,  46 A,  47 A,  48 A,  49 A,  50 A,  51 A and on to corresponding contact rings  44 ,  45 ,  46 ,  47 ,  48 ,  49 ,  50 , 51  on commutator  38  FIG.  4  and on to the transmission electromagnet  21 ,  22 ,  23 , and  24  FIG.  1 . 
     Electric current from wire  71 A FIG. 8 and 9 is transmitted to the side terminal contacts  45 B,  46 B,  47 B,  48 B,  49 B,  50 B,  51 B FIG.  9 . Wires from contacts  45 B through  51 B combine to form a single wire  71 B FIG. 9 which goes directly to the electromagnet  39  FIG.  1 . Induction box  87 FIG. 6 controls the current and induced electrical current that is sent to the electromagnets and controls the speed and time that the electromagnet has to attract it&#39;s adjacent gear-plate. The electrical current received by the electromagnets from the induction box  87  is a variable current so the electromagnets can be activated and deactivated as selected by control box  87  FIG.  6 . By means of a manual switch  88 FIG. 6 the current supply can be changed for the time that the electromagnets have to attract or loosen the grip on gear-plates  12 ,  13 ,  14 ,  15 ,  16 ,  17 ,  18 ,  19  and fly wheel  40  FIG  1 . 
     FIG. 9 is an elevation of the automatic speedometer gear selector of FIG.  8 . It shows the side arms of the speedometer pointer  63 , plate  64  supporting the speedometer pointer, two levels of contact plates with spacers in between and wires attached to the contact plates. Coil container  68  sits on top of housing  62  and  66 . Inner housing  67  has an inner conductive cover to stop magnetic interference between the inner magnets and the exterior wiring. 
     Gears Electromagnet and Commutator 
     FIG. 10 is a partial section of the output shaft  3  showing electromagnet  23  and  24  with side gear-plate  17 , 18 , 19 , and spacer  75  and electrical transmitter  38 . All said parts are keyed to the output shaft  3 . Gears-plate  17 , 18 , and  19  have an inner race  17 A,  18 A, and  19 A that are keyed to shaft  3 . The outer race supports the gear side plate. The side plate could be either the gear itself or the gear has a plate. The gear-plate slides side ways along the shaft axis to bond with the electromagnet  24 . Lateral movement away from the electromagnet is controlled by corresponding steps on the inner and outer races of the bearing gear-plate  17 ,  18  and  19  or spacers  75 . Oil is forced through the bearings and between the gear-plate and the electromagnet and through the spacers  75  by canal and holes  52 . Electromagnet  24  shows electrical connections between the electromagnet and commutator  38 . Wires  50  and  51  come from commutator  38  and are connected to electromagnet  24  by male and female plugs  77  and  78  built in to the inner race of the electromagnet facing shaft  3 . The electrical contacts within electromagnet  24  are fluid proof by seal  77 . Wires  77  and  78  energize opposite sides of electromagnet  24  by selecting the adjacent gear and electrical conduit. Separate wires could also run on canals in the electromagnet surface, to measure temperature and slippage between the electromagnet and the gear-plate. Each side of the electromagnet is independently energized . When one side of electromagnet  24  is energized the fluid between the gear-plate  19  and the electromagnet  24  is magnetized and solidifies and at the same time the electromagnet pulls the gear-plate toward itself to bond to it. 
     Spring-Loaded Electromagnetic Clutch 
     FIG. 11 is a section through a friction spring-loaded electromagnetic clutch. Electromagnet  80  with a friction surface  79  is meshed with a splined shaft  2 . Plate  82  is fixed to shaft  2  and flywheel  40  is attached to a plate and/or shaft  1 . Springs  81  are connected to a controller ring  81 A that sits inside the electromagnet. Springs  81  push against plate  82  which forces the electromagnet  80  against the flywheel  40 . When electromagnet  80  is energized through wire  71 A an inducent current slowly pulls electromagnet  80  against plate  82  and away from flywheel  40 . When electromagnet  80  is slowly de-energized the springs again slowly push the electromagnet against the flywheel. This type of clutch, unless energized, is always engaged to the flywheel. 
     FIG. 12 is a cross section of FIG. 11 showing electromagnet  80  attached to shaft  2  and the relationship of the springs within the electromagnet. 
     Electromagnetic Clutch with Synchronous Mechanism 
     FIG. 13 is a section of an electromagnetic clutch that uses a magnetizable rheological fluid, and a synchronization mechanism to bond the gear-plate  18  to the electromagnet  80 . Electromagnet  80  is keyed to shaft  3  and has a friction surface facing gear-plate  18 , each side of the electromagnet has a circumferential castellated cavity that holds in place spring  85  or a castellated wedge (not shown),the teeth in spring  85  that sit in the electromagnet cavity prevents the spring from moving side ways or rotationally. The gear-plate  18  has an outer circumferential extended wedge arm. The interior electrical system of electromagnet  80  is similar to electromagnet  24  FIG.  10 . When electromagnet  80  is energized the fluid between gear-plate  18  and electromagnet  80  is magnetized and the fluid solidifies slowly the gear-plate  18  is pulled by the electromagnet  80 , a portion of the solidified fluid is squeezed through holes of the perforated gear-plate, the solidified fluid acts both as a shock absorber and the friction material between the gear-plate  18  and electromagnet  80 . As the gear-plate moves laterally it compresses wedge spring  85  causing the rotational speed of gear-plate  18  and the electromagnet  80  to synchronize until both are bonded together. When electromagnet  80  is de-energized the solidified fluid becomes fluid once again and pulls the gear-plate away from the electromagnet spring  85 . 
     Electromagnetic Clutch within a Gear-Plate 
     FIG. 14 electromagnet  40 A is fixed on shaft  2  and encased within an adjacent gear  40 . The gears have bearing  26  and are free to rotate. A removable plug  40 B is used to allow filling the space cavity between the electromagnet and the interior gear space. Seals  36  are installed between the inner gear legs and the shaft to prevent powder or fluid leakage. 
     The surface of the electromagnet and the opposing interior face of the gears are textured and/or grooved for better bonding between the two surfaces. 
     Because the electromagnet spins with the shaft the centrifugal forces push the magnetizable fluid powder toward the outer electromagnetic surfaces, hence when the electromagnet is electrically energized the fluid-powder becomes solidified and bonding occurs between inner gear surfaces and the charged electromagnet.