Continuously variable transmission utilizing oscillating torque and one way drives

A transmission utilizes oscillating torque to vary the mechanical power transmitted to a load. An arm assembly is rotatably coupled to a frame. At the ends of the arms are eccentric masses, rotatably coupled thereto. An input shaft rotates the masses about the ends of the arms. The rotating masses produce an oscillating torque that causes the arms to oscillate. The arms are coupled to an output assembly. The output assembly utilizes one way clutches, with one clutch reversed relative to the other clutch. The one way clutches convert the bidirectional rotation of the arms to unidirectional rotation for the load. The output speeds of the transmission are controlled by providing at least two side by side rotatable masses and varying the phase of one of the masses relative to the other mass. Varying the phase changes the center of gravity of the masses, thereby affecting the torque applied to the arms.

FIELD OF THE INVENTION 
The present invention relates to transmissions of the type that are used to 
regulate the transmission of power from an engine or prime mover to a 
load, such as are used in automobiles. 
BACKGROUND OF THE INVENTION 
Transmissions are used in a variety of applications to change the speed and 
torque provided by an engine or prime mover. One popular application of 
transmissions is in an automobile. In an automobile, the transmission is 
connected between the engine and the drive wheels or tires. 
Prior art automobiles utilize fixed ratio transmissions. These 
transmissions have a set of gears that provide a few fixed and discrete 
speed ratios between the input from the engine and the output to the 
tires. Engine rpm (revolutions per minute) varies over a wide range for 
each speed ratio. Because the engine must operate over a wide range of 
speeds, its overall efficiency is reduced. 
Continuously variable transmissions offer a way to boost engine efficiency. 
Unlike fixed ratio transmissions, continuously variable transmissions 
offer a wide range of speed ratios between the input from the engine and 
the output to the tires. This allows the engine to operate over a narrow 
range of optimum rpm's, wherein the engine efficiency can be increased. By 
varying the speed ratio, the engine speed can be maintained in its optimum 
range, even for a variety of driving conditions, thereby improving fuel 
efficiency. 
SUMMARY OF THE INVENTION 
It is an object of the present invention to provide a continuously variable 
transmission. 
The present invention provides a transmission that comprises a rotatable 
input member. There is also an arm that has a length and an end. The arm 
has an axis that is transverse to the length, with the end being spaced 
from the axis. The arm end is rotatable about the axis. The arm is 
rotatable independently of the input member. The arm has a mass that is 
rotatably coupled to the arm end. The mass is eccentric with respect to 
the arm end. The input member is coupled to the mass so as to cause the 
mass to rotate with respect to the arm end. First and second one way 
clutches are coupled between the arm and an output member. The first one 
way clutch drives the output member in one direction when the arm is 
rotated in that one direction. The second one way clutch drives the output 
member in the one direction when the arm is rotated in the other 
direction. 
The present invention provides a transmission that utilizes oscillating 
torque to transmit power from a source to a load. The rotational power of 
the input member is used to rotate the eccentric mass about the end of the 
arm. The rotating mass produces a torque that acts to rotate the arm. The 
torque is an oscillating torque and thus causes the arm to rotate in two 
directions. The one way clutches convert the bidirectional rotation of the 
arm into rotation in a single direction, for driving the load. 
In one aspect of the present invention, the input member is an input shaft. 
In another aspect of the present invention, the arm has a counterbalance 
for the eccentric mass. The counterbalance rotates with the mass. 
In another aspect of the present invention, the mass is coupled to the 
input member by way of gears or belts. 
In another aspect of the present invention, the mass is a first mass and 
the arm end is a first arm end. The arm has a second end and is rotatable 
about an intermediate portion between the first and second ends. A second 
mass is rotatably coupled to the second end of the arm. The second mass is 
eccentric and is coupled to the input member so as to be rotated by the 
input member. 
In accordance with another aspect of the present invention, the first and 
second one way clutches are coupled to the output member in series with 
each other. In still another aspect of the present invention, the first 
and second one way clutches are coupled to the output member in parallel 
with each other. 
The speed of the output can be controlled in another aspect of the present 
invention. A second mass is rotatably coupled to the arm end. The second 
mass is eccentric with respect to the arm end and is rotatable by the 
input member. The second mass has an adjustable phase with respect to the 
first mass. A phase controller is coupled to the second mass so as to 
adjust the phase of the second mass with respect to the first mass. 
Adjusting the phase of the second mass causes the output speed to be 
changed. 
In another aspect of the present invention, the arm has a first 
counterbalance for the first mass and a second counterbalance for the 
second mass. 
In still another aspect of the present invention, the arm has a second end 
and is rotatable about an intermediate portion between the first and 
second ends. A third mass and a fourth mass are rotatably coupled to the 
arm second end. The third and fourth masses are eccentric with respect to 
the arm second end and are rotatable by the input member. The fourth mass 
has an adjustable phase with respect to the third mass. The phase 
controller is coupled to the fourth mass so as to adjust the phase of the 
fourth mass relative to the third mass. 
In still another aspect of the present invention, the first, second, third 
and fourth masses are mounted to the arm so as to pass through the axis of 
rotation of the arm during each respective revolution of the masses. 
The invention also provides a method of transmitting mechanical power from 
a source to a load. A rotational input is received from the source. The 
rotational input is converted into an oscillating torque. The oscillating 
torque is converted into a bidirectional rotation. The bidirectional 
rotation is converted into rotation in one direction and this one 
direction rotation is provided to the load. 
In accordance with one aspect of the method of the present invention, the 
step of converting the rotational input into an oscillating torque further 
comprises the step of rotating an eccentric mass about an end of an arm. 
The step of converting the oscillating torque into a bidirectional 
rotation further comprises the step of rotating the arm about an axis. 
In accordance with still another aspect of the invention, the mass is a 
first mass. A second eccentric mass is rotated about the end of the arm. 
The phase between the first and second masses is adjusted in order to 
control the amount of torque applied to the arm. In this manner, the 
output speed can be controlled. Varying the phase between the first and 
second masses varies the center of gravity of the combination of the two 
masses. When the two masses are in phase with each other, the center of 
gravity is at its furthermost position from the end of the arm. Thus, the 
maximum amount of oscillating torque can be applied to the end of the arm, 
thereby producing the maximum output to the load. When the first and 
second masses are out of phase, the center of gravity moves closer to 
their rotational axis. Consequently, the torque that is applied to the end 
of the arm diminishes, thereby reducing the output to the load. When the 
masses are 180 degrees out of phase, then zero torque is applied to the 
end of the arm and no output is provided. By varying the phase between the 
two masses, the amount of torque can be varied, and thus the output can be 
varied as well.

DESCRIPTION OF THE PREFERRED EMBODIMENT 
In FIG. 1, there is shown a schematic diagram of a vehicle power system 11. 
The system has a prime mover 13, a transmission 15, and an output load 17. 
The prime mover 13 is typically an internal combustion engine and can be 
powered by gasoline, diesel, natural gas, etc. Alternatively, the prime 
mover can be electric motors or some other source of power. 
The transmission 15 is that of the present invention, shown in accordance 
with a preferred embodiment. The transmission 15 has an input that is 
connected to the prime mover 13 and an output that is connected to the 
load 17. The load 17 is shown as being a drive shaft 19 and vehicle wheels 
21. 
The transmission 15 is of a continuously variable type. Many internal 
combustion engines (and electric motors) operate more efficiently within a 
narrow range of engine speeds. A continuously variable transmission can be 
provided with a narrow range of input speeds and produce a wide range of 
output speeds for the load. Unlike prior art gear transmissions, where 
each output speed has a specific gear, a continuously variable 
transmission provides a continuous output of speeds. This allows the 
engine to operate within a narrow, and thus more efficient, range of 
speeds. 
Referring to FIGS. 1 and 2, the transmission 15 has a frame 23, an input 
shaft 25, a speed control 27, an arm assembly 29, rotatable masses 31, and 
an output assembly 33. The prime mover or engine 13 rotates the input 
shaft 25. The transmission takes the rotational power of the input shaft 
25 and converts that power into oscillating torque. This is accomplished 
by rotating the eccentrically mounted masses 31 about the ends of the arm 
assembly 29. As the masses 31 rotate, they exert a torque, first in one 
direction (for example clockwise), and then in the other direction (for 
example counterclockwise). The oscillating torque acts on the arm assembly 
and causes the arm assembly to rotate back and forth. Thus, the arm 
assembly rotates in both directions. This bidirectional rotation is 
converted into rotation in a single direction by the output assembly 33. 
The output assembly 33 provides rotational power to the load 17. 
Thus, the transmission 15 takes the rotational power of the input shaft 25 
and transmits that power to the load. 
The output speed of the transmission is controlled by controlling the 
amount of oscillating torque applied to the arm assembly 29. When the 
transmission is connected to the load, greater torque produces a greater 
output speed, and vice versa. The amount of torque that is applied to the 
arm assembly 29 is controlled by the speed control 27. The output speed is 
high if the oscillating torque that is applied to the arm assembly is 
high. To reduce the output speed, the oscillating torque is reduced. 
The oscillating torque is controlled by manipulating the masses 31. The 
formula for torque is: 
Torque=Fd 
where F=force (predominantly centrifugal force as is explained below) 
produced by the masses, and 
d=distance from the force to the axis of rotation. 
Thus, the torque can be varied by changing the force that is applied by the 
masses or the distance with which the force is applied. In the preferred 
embodiment, plural eccentric masses are provided on the end of the arm 
assembly 29. The masses taken together have a center of gravity, which 
center of gravity rotates to produce the torque on the arm assembly. The 
center of gravity can be changed by changing the orientation of the masses 
relative to each other. If the masses are aligned with each other, then 
the center of gravity is at its furthermost distance from the axis of 
rotation of the arm assembly and produces the maximum torque. In this 
alignment, the masses are said to be in phase with each other. if the 
masses are aligned opposite of each other, then center of gravity is at 
the axis of rotation of the masses, wherein no torque is produced on the 
arm assembly. The oppositely aligned masses are said to be 180 degrees out 
of phase. 
The masses can be aligned relative to each other at any phase between zero 
and 180 degrees. Thus, the torque that is applied to the arm assembly can 
be changed over a continuous range. This in turn produces a continuously 
variable output speed to the load. 
The transmission 15 will now be described in more detail. Referring to FIG. 
3, a preferred embodiment of the frame 23 is shown. The frame 23 is 
stationary and supports the rotating members. The frame 23 has first, 
second and third legs 35, 37, 39 that are all coupled together at one end 
by a base member 41. The legs are parallel to each other and are spaced 
apart from each other. The legs are provided with various openings 43, 45, 
47, 49 to receive some of the other components, as will be described in 
more detail below. The frame 23 can be mounted to a fixed object such as a 
vehicle or equipment chassis or a building floor. 
In the description that follows, "inside" refers to the space between the 
first and third legs 35, 39, while "outside" refers to the space on the 
side of the first leg that is opposite the inside and to the space on the 
side of the third leg that is opposite the inside. 
The input shaft 25 is shown in FIGS. 4A and 4B. The input shaft 25 is 
rotatably coupled to all three legs of the frames by the openings 43. The 
rotatable coupling can be by the use of bearings or bushings. The shaft is 
secured so as to prevent movement along its longitudinal axis relative to 
the frame. The portion of the input shaft 25 that is located between the 
second and third legs 37, 39 has a gear 51 mounted thereon. The gear 51 
rotates in unison with the input shaft 25. The input shaft extends out 
from the first leg 35 for some distance. This outer portion 25A of the 
input shaft is structured and arranged to be coupled to the output of the 
prime mover. The input shaft need not be coupled directly to a prime 
mover, and instead can be coupled to some rotary power source. 
The speed control 27 is shown individually in FIG. 5A and is mounted to the 
input shaft in FIG. 5B. The speed control is used to adjust the 
orientation of the rotatable masses relative to each other. The speed 
control has a gear 53 that is located around the input shaft 25 and that 
can rotate independently of the input shaft. However, the gear is coupled 
to the input shaft 25 by the remainder of the speed control so as to 
rotate in general with the input shaft. The gear 53 is mounted to one end 
of an extension tube 55. On the other end of the extension tube 55 is a 
first bevel gear 57. The gear 53, the extension tube 55 and the first 
bevel gear 57 can be integral with each other and are located on the input 
shaft 25, outside of the first leg 35. 
The speed control 27 also has a second bevel gear 59 that is mounted onto a 
perpendicularly extending projection 61 (see FIG. 4A) of the input shaft 
25. The second bevel gear 59 can rotate about this projection 61. The 
second bevel gear 59 is connected to a slide block 63 by way of a two 
piece linkage 65. The slide block 63 can slide along the longitudinal axis 
of the input shaft 25, but rotates therewith. In the preferred embodiment, 
that portion 25A of the input shaft has a square cross section, as does 
the hole through the slide block 63, in order to cause the slide block to 
rotate with the input shaft. Other forms of coupling can be used to 
slidingly couple the slide block to the input shaft (for example, a key). 
The slide block 63 is rotatably coupled to a control member 67, also 
mounted onto the input shaft 25. The control member 67 slides along the 
input shaft with the slide block 63. However, as the input shaft 25 and 
the slide block 63 rotate, the control member 67 remains stationary. The 
control member 67 is connected to a stick 69. The stick 69 is moved by an 
operator to vary the output speed of the transmission. 
As the stick 69 is moved, the control member 67 and the slide block 63 move 
along the length of the input shaft 25. As the control member 67 slides 
along the input shaft, the first and second bevel gears 57, 59 and the 
gear 53 rotate relative to the input shaft 25 and relative to the other 
gear 51. As the input shaft 25 rotates, the slide block 63 rotates, as 
does the linkage 65 and the second bevel gear 59 (by way of the projection 
61). The second bevel gear 59 rotates the gear 53. The control block 67 
does not rotate. 
The arm assembly 29 is shown in FIG. 6A. The arm assembly 29 has two 
parallel and spaced apart arms 71. The ends of the arms 71 are coupled 
together by shafts 73 to form a rectangular shape as shown. The center of 
each arm 71 has an opening 75 for use in mounting to the frame 23. One of 
the arms has a mounting tube 77 mounted thereon and extending 
perpendicularly therefrom. The mounting tube 77 has an opening 75 
extending therethrough. 
The arm assembly 29 is located between the first and second legs 35, 37 of 
the frame 23 as shown in FIG. 6B. The mounting tube 77 is located through 
the opening 45 (see FIG. 3) in the second leg 37. The mounting tube is 
rotatable with respect to the second leg 37. The mounting tube 77 receives 
a first input arm shaft 79 (see FIGS. 7A and 7B), which shaft extends 
through the arm with the mounting tube (which arm is adjacent to the 
second leg 37), through the mounting tube, and into an opening 47 (see 
FIG. 3) in the third leg 39 of the frame 23. The first input arm shaft 79 
has two gears 81, 83 thereon, which gears rotate in unison with the shaft 
79. One gear 81 is located on the inside of the arm assembly 29. The other 
gear 83 is located between the mounting tube 77 and the third leg 39. The 
other arm (adjacent to the first leg 35) is coupled to the first leg by a 
second input arm shaft 85, which shaft extends through respective openings 
47, 75 in each of the first leg and the arm. The second input arm shaft 85 
has a gear 87, 89 located on each end of the shaft. The gears rotate in 
unison with the second input arm shaft 85. Thus, there is a gear 87 on the 
outside of the first leg 35, and another gear 89 located inside of the arm 
assembly 29. The second input arm shaft 85 rotates independently of the 
arm assembly 29 and the frame 23. The second input arm shaft 85 also 
assists in mounting the arm assembly 29 to the frame 23. The arm assembly 
29 rotates relative to the frame about the shafts 79, 85. 
The insides of the arm assembly 29 have perpendicularly extending 
projections 91 (see FIGS. 6A and 7B) that are adjacent to the inside gears 
81, 89. There is a projection 91 interposed between the inside gears and 
each shaft 73. A timing gear 93 fits onto each of these projections 91, as 
shown in FIGS. 8A and 8B. The timing gears 93 on each arm are rotatably 
coupled together by way of the inside gears 81, 89. 
The rotatable masses 31 are shown in FIGS. 9A and 9B. The masses 31 are 
eccentric with respect to the shafts 73 (and thus the ends of the arms 
71), so that when the masses are rotated, centrifigal forces are applied 
to the arms. The rotatable masses are grouped together in first and second 
sets 95, 97. Each set has one or more phasing masses (95A, 97A) and one or 
more nonphasing masses (95B, 97B). Each set also has a pair of hubs 99 
that are rotatably mounted onto the shafts 73 of the arm assembly 29 (see 
FIG. 6B). Extensions 101 project radially outward from each hub 99. At the 
end of each extension 101 is a mass or weight 31. 
The outer end of each hub 99 has a gear 103. Thus, when the hubs 99 are 
assembled onto the respective arm assembly shaft 73, the gears 103 mesh 
with the timing gears 93. 
When rotated, the masses 31 are able to rotate 360 degrees around their 
respective shafts 73. Thus, the shape of the masses 31 and the length of 
the extensions 101 must be such as to allow the rotation. Furthermore, the 
first set 95 of masses must avoid contacting the second set 97 of masses. 
In order to avoid the masses of one set 95 from contacting the masses of 
the other set 97, the masses of the first set are offset between the arms 
71 relative to the masses of the second set. For example, the masses 95A, 
95B (and their extensions) of the first set 95 are centered along the 
length of the respective hubs 99, while the masses 97A, 97B of the second 
set 97 are located toward the ends of the respective hubs. Thus, as shown 
in FIG. 25, each mass of the first set (for example mass 95A) passes 
between the two masses of the second set (for example masses 97B) without 
interference or contact. The weight of the two masses of the second set 
and their extensions is equal to the weight of one of the first set of 
masses and its extension. By distributing the masses in this manner, the 
center of gravity is maintained in a location that minimizes vibration of 
the transmission. 
The timing gears 93 reduce feedback loads which might be caused by the 
masses. 
The masses are rotated by way of drive belts 105 (see FIGS. 10A and 10B). 
There is one drive belt 105 located outside of the first leg 35 and 
couples the gear 53 on the input shaft 25 to the gear 87 on the second 
input arm shaft 85. Another belt 105 is located on the inside of the third 
leg 39 and couples the gear 51 on the input shaft 25 to the gear 83 on the 
first input arm shaft 79. Thus, the first and second input arm shafts 79, 
85 (see FIG. 7A) are coupled to the input shaft 25. 
The output assembly 33 is shown in FIGS. 11A, 11B, 12A, 12B. The output 
assembly 33 has first and second one way gears 107, 109 that are mounted 
onto the mounting tube 77 (see FIGS. 6A, 11A and 11B). When the mounting 
tube 77 rotates in a first direction, the first one way gear 107 is driven 
in the first direction, while the second one way gears is not driven. When 
the mounting tube rotates in the opposite, or second, direction, the 
second one way gear 109 is driven in the second direction, while the first 
one way gear is not driven. When a one way gear is not driven, it can slip 
against the mounting tube. 
The movement of the one way gears is provided to the output, or drive, 
shaft 19 (see FIGS. 12A and 12B). The first one way gear 107 is coupled to 
the output shaft 19 by a gear 111 on the output shaft. The second one way 
gear 109 is coupled to the output shaft by way of an auxiliary shaft 113. 
The auxiliary shaft has a gear 115 that meshes with the second one way 
gear 109. The auxiliary shaft 113 also has a gear 117 that meshes with a 
gear 119 on the output shaft 19. The gears 111, 119 rotate in unison with 
the output shaft 19, while the gears 115, 117 rotate in unison with the 
auxiliary shaft 113. 
The one way gears 107, 109 utilize conventional one way clutches 121 (see 
FIG. 13). There are four basic types of one way clutches, namely ratchet, 
spring, roller or ball, and sprag clutches. (See One Way Clutch Design 
Guide Types, Selection, Applications, Borg Warner Automotive, 1978, the 
disclosure of which is incorporated by reference herein.) Sprag clutches 
are used in the preferred embodiment. Sprag clutches are conventional and 
commercially available devices. Each gear 107, 109 has a sprag clutch 121 
located inside of the gear. Referring to FIG. 13, each sprag clutch has 
plain cylindrical races 123, 124. There is an outer race 123 and an inner 
race 124. Between the races 123 are stacked a series of cams or sprags 125 
arranged so that in one direction of rotation, the sprags wedge between 
the races and transmit torque through the clutch, and in the other 
direction of rotation, the sprags deflect against an energizing spring 129 
to permit one race to rotate without driving the other race. The sprags 
125 are retained by one or two cages 127 (in FIG. 13, the clutch that is 
shown is a single-cage sprag clutch). The cages 127 assures equal spacing 
in axial alignment of the sprags 125. The spring 129 keeps the sprags in 
contact with the races and maintains proper sprag positioning relative to 
the surface of the races. 
The inner race 124 of each clutch 121 is coupled to the mounting tube 77. 
The outer race 123 of each clutch is coupled to the respective gear 107, 
109. The sprags 125 of the first one way gear 107 are oriented in the 
opposite direction from the sprags of the second one way gear 109. Thus, 
one clutch is reversed relative to the other clutch. 
The output shaft 19 and the auxiliary shaft 113 are rotatably coupled to 
the frame by way of openings 49 (see FIG. 3) and bearings or bushings. 
The output shaft 19 is coupled to the load, which is illustrated as wheels 
21 (see FIG. 1). 
The operation of the transmission will now be described. The operational 
workings will first be described, followed by a discussion of how the 
output speed is controlled. 
In general, rotation of the input shaft 25 (see FIG. 2) will produce a 
rotation of the output shaft 19. The input shaft 25 rotates the masses 31 
about the ends of the arm assembly 29. The first set masses 95A, 95B 
rotate in the same direction as the second set masses 97A, 97B. As the 
masses rotate, a variable torque is applied to the arm assembly 29. The 
arm assembly is rotated first in one direction and then in the opposite 
direction. This rotation typically is less than a complete revolution. 
The arm assembly 29 is integral the mounting tube 77. Thus, the mounting 
tube rotates back and forth in the two directions. This back and forth 
rotation is translated by the one way gears 107, 109 into the output shaft 
19 rotating in a single direction. 
The specifics will now be described. The prime mover 13 is operated at a 
constant speed or within a narrow range of speeds. Thus, the prime mover 
can be designed to operate more efficiently. The input shaft 25 is rotated 
by the prime mover (see FIG. 1). Referring to FIG. 2, as the input shaft 
25 rotates, the two gears 51, 53 rotate. This in turn causes the drive 
belts 105 to rotate. The drive belts 105 rotate the first and second input 
arm shafts 79, 85, (see FIG. 7B) which in turn rotate the inner gears 81, 
89 inside of the arm assembly 29. 
The arms 71 are free to rotate about the first and second input arm shafts 
79, 85 and the frame 23. Thus, if there were no eccentric masses at the 
ends of the arms, the arms would remain stationary (assuming no friction) 
even if the input shaft 25 was rotating. However, the provision of the 
rotating eccentric masses creates torque at the ends of the arms that 
causes the arms to rotate. 
The eccentrically mounted masses 31 exert pulling forces on the arms when 
the masses are rotated. Referring to FIG. 14, one end of an arm is shown, 
with a clockwise rotating mass 31 thereon. The rotating mass 31 produces a 
centrifigal force that causes the arm 71 to rotate about the first and 
second input arm shafts 79, 85. 
The general formula for the acceleration that is produced by the mass 31 is 
: 
EQU a=.varies.r+r.omega..sup.2 +2.omega.r+r+a.sub.rel 
where 2.omega.r=0 and 
r=0 
because r (the length of the arm 71) is constant. 
Also, .varies.r=0 
because .varies. is 0 when the input shaft is rotated at a constant speed. 
The timing gears 93 likewise rotate the masses at the same constant speed 
as the input shaft. Thus, 
EQU a=r.omega..sup.2 +a.sub.rel 
where r.omega..sup.2 is centrifugal force, while a.sub.rel is the movement 
of the shaft 73 at the end of the arms 71. 
As a practical matter, a.sub.rel is small relative to the centrifugal force 
of the masses 31. This is because of the low mass of the arm 71 relative 
to the rotating masses 31 and also because the arms change direction of 
rotation with every half revolution or so of the masses 31. 
The rotating masses 31 cause the arms to rotate first in one direction and 
then in the opposite direction. To see why this is so, reference is made 
to FIGS. 14 and 15. The centrifugal force is colinear to the extension 101 
and points radially outward from the end of the arm. The mass 31 rotates 
clockwise from position 1 to position 2, then to position 3, then to 
position 4, and back to position 1. The mass rotates at a constant rpm. At 
position 1, the rotatable mass 31 is fully extended from and in line with 
the arm 71. The centifugal force F exerted by the mass is parallel to the 
arm and normal to the axis of rotation of the arm (which is the 
longitudinal axis of the shaft 73). Thus, there is no force or torque 
exerted on the end of the arm by the mass in this position. 
As the mass rotates clockwise, it reaches position 2. In position 2, the 
centrifugal force F of the mass is now normal to the end of the arm 71 
(and is skewed relative to the longitudinal axis of the shaft 73). The 
centrifugal force F exerts a torque on the arm, causing the arm to move 
clockwise, about its axis of rotation. This torque is shown in FIG. 15. 
As the mass continues to rotate clockwise, it reaches position 3. In 
position 3, the centrifugal force F of the mass is again normal to the 
axis of rotation. Thus, there is no torque exerted on the end of the arm 
by the mass. 
As the mass continues to rotate clockwise, it moves from position 3 to 
position 4 and back to position 1. When the mass is at position 4, its 
force F exerts a torque in the opposition direction from that which it 
exerted in position 2. The arm 71 is moved counterclockwise, about its 
axis of rotation. 
As FIG. 15 shows, the torque exerted by the mass 31 in the arm 71 is 
sinusoidal. The torque is 0 when the mass is at positions 1 and 3. The 
torque is clockwise when the mass is moving between positions 1, 2, and 3, 
and is a maximum when the mass is at position 2. The torque is 
counterclockwise when the mass is moving between positions 3, 4, and 1, 
and is a maximum when the mass is at position 4. In between positions 2 
and 4, the torque is either increasing (from position 1 to position 2 and 
from position 3 to position 4) or decreasing (from position 2 to position 
3 and from position 4 to position 1). Also, the torque changes direction, 
even though the mass does not. As the mass rotates clockwise, the torque 
is first clockwise (from position 1 to position 3) and then 
counterclockwise (from position 3 to position 1). In the preferred 
embodiment, the eccentric masses 31 can rotate at 25-30 cycles or 
revolutions per second about their respective shafts 73. 
The masses on each end of the arms act together, as shown in FIGS. 16-19. 
(In FIGS. 16-19, the masses 31 rotate clockwise about their respective 
shafts 73.) Thus, when both arms are in their respective position 1, shown 
in FIG. 16, there is no torque exerted on the arm 71. When both arms are 
perpendicular to the arm, in position 2 as shown in FIG. 17, clockwise 
torque is exerted on the arm, and the arm rotates clockwise. The arm 
continues to rotate clockwise as the masses rotate from position 2 to 
position 3 (FIG. 18), wherein 0 torque is exerted on the arm. As the 
masses rotate to position 4 (FIG. 19), the arm changes direction and 
rotates counterclockwise. The arm 71 continues to rotate counterclockwise 
as the masses rotate from position 4 to position 1, wherein the rotational 
cycle repeats. The arm actually precesses in the clockwise direction. 
(Both arms 71 rotate in unison.) 
As the arms 71 oscillate back and forth, so does the attached mounting tube 
77. Thus, the entire arm assembly 29 rotates. This bidirectional rotation 
of the arm assembly 29 is converted into unidirectional rotation by the 
one way gears 107, 109, which rotate the output shaft 19. Referring to 
FIG. 2 (and looking from the third leg 39 toward the first leg 35), as the 
arm assembly rotates clockwise, the first one way gear 107 is driven by 
the arm assembly and also rotates clockwise. The second one way gear 109 
rotates counterclockwise. However, the second one way gear is driven, not 
by the mounting tube, but by the gears 115, 117, 119. Thus, the second one 
way gear 109 rotates in the opposite direction of the clockwise rotating 
arm assembly 29. The sprag clutch coupling the second one way gear to the 
mounting tube 77 allows the second one way gear to slip relative to the 
mounting tube. 
When the arm assembly rotates counterclockwise, the second one way gear 109 
is driven counterclockwise by the arm assembly. The first one way gear 107 
rotates clockwise, being driven by the gears 115, 117, 119, 111. Thus, the 
first one way gear 107 rotates in the opposite direction of the 
counterclockwise rotating arm assembly. The sprag clutch associated with 
the first one way gear allows the first one way gear to slip relative to 
the mounting tube 77. 
The output shaft 19 is driven by the first one way gear 107 when the arm 
assembly 29 is rotating clockwise and by the second one way gear 109 when 
the arm assembly is rotating counterclockwise. 
The speed of the output shaft 19 can be varied, even when the input shaft 
25 is rotating at a constant speed, or within a narrow range of speeds. 
The speed of the output shaft is varied by changing the center of gravity 
of the masses 31 in a respective set 95, 97. 
This is illustrated in FIGS. 20-22, which shows the masses 95A, 95B of the 
first set. (In FIGS. 20-22, the hubs 99 are not shown.) The mass 95A is 
referred to as a phasing mass, because its phase can change with respect 
to the other mass 95B. The other mass 95B is referred to as a nonphasing 
mass, because it is used as a reference to the phasing mass 95A. In FIG. 
20, the two masses 95A, 95B are shown aligned with each other. The two 
extensions 101 are adjacent to each other and the two masses are said to 
be in phase with each other. The center of gravity 102 of the two masses 
is located relatively far from the gears 103. With the arrangement shown 
in FIG. 20, the full speed of the input shaft 25 is transmitted to the 
output shaft 19. 
The transmission 15 can be designed so that the output shaft 19 can be 
rotated faster than the input shaft 25. For example, the input gears (e.g. 
51, 53) (see FIG. 2) can be designed to rotate the masses 31 at a faster 
speed than the input shaft, thus creating an overdrive arrangement. 
Alternatively, the output gears 111 et seq. can be sized to provide an 
overdrive arrangement. 
In order to reduce the speed of the output shaft relative to the speed of 
the input shaft, the phasing mass 95A is oriented at an angle relative to 
the nonphasing mass 95B in the same set. For example, in FIG. 21, the 
masses 95A, 95B are shown as being 90 degrees out of phase with each 
other. This shifts the center of gravity 102 closer to the axis of 
rotation of the masses, which axis is the center of the gears 103. 
Consequently, the torque exerted by the masses on the end of the arm 
assembly lessens. As the torque that is applied to the load decreases, so 
does the speed of the loaded output shaft 19. 
In FIG. 22, the two masses 95A, 95B are 180 degrees out of phase with each 
other. The center of gravity 102 has moved to the axis of rotation of the 
masses. Consequently, the masses exert no torque on the end of the arm 
assembly. The output shaft is not rotated at all. 
Intermediate speeds can be reached by adjusting the phase of the masses to 
some phase between 0 and 180 degrees. 
The two sets of masses 95, 97 are of equal phase in order to maintain 
balance and reduce vibration. For example, reference is made to FIGS. 
23-25. Referring to FIG. 23, the masses 95A, 95B of the first set are in 
phase with each other, as are the masses 97A, 97B of the second set. 
Maximum torque is generated for driving the output shaft. In FIG. 24, one 
of the masses 95A of the first set is 90 degrees out of phase with the 
other mass 95B. In order to balance out the arm assembly, two of the 
masses 97A of the second set are 90 degrees out of phase with the other 
masses 97B of the second set. For clockwise rotation, the masses 95A and 
97A are rotated behind the other masses 95B, 97B. The torque produced by 
the arrangement of FIG. 24 is less than the torque produced by the 
arrangement of FIG. 23. When the output shaft is loaded, the output speed 
will be less than that shown with the arrangement of FIG. 23. 
In FIG. 25, the mass 95A of the first set is 180 degrees out of phase with 
the other mass 95B, while the mass 97A of the second set is 180 degrees 
out of phase with the other mass 97B. The output shaft will not rotate at 
all because zero torque is being applied to the ends of the arm assembly. 
The phase of the masses 31 is controlled by the speed control 27 (see FIG. 
23). The speed control 27 varies the phase of the gear 53 relative to the 
gear 51. When the control stick 69 is moved (see FIGS. 23 and 24), the 
control member 67 and the slide block 63 are moved closer to the gear 53 
along the input shaft. The linkage 65 rotates the bevel gears 59, 57, 
which in turn rotate the gear 53 about the input shaft. The gear 53 
rotates the respective drive belt 105, which in turn rotates the second 
input arm shaft 85. The shaft 85 rotates the gear 89 and the timing gears 
93, which in turn rotate the phasing masses 95A, 97A. Thus, the phase of 
the phasing masses 95A, 97A changes with respect to the input shaft 25 and 
also with respect to the nonphasing masses 95B, 97B. The nonphasing masses 
95B, 97B remain unchanged with respect to the input shaft 25. This is 
because the gear 51 is fixed to the input shaft and also because the gear 
51 drives the nonphasing masses 95B, 97B. As the input shaft is rotated, 
the gears 51, 53 are rotated at the same speed. Likewise, the masses are 
rotated at the same speed, but are now out of phase with each other. 
A locking mechanism can be provided to contain the control stick in its 
position. 
The transmission of the present invention can be modified in a variety of 
ways. For example, in FIG. 26, the transmission 131 is shown as having its 
input shaft 25 coaxial with the axis of rotation of the arm assembly 133. 
The arm assembly 133 rotates independently of the input shaft 25. The arm 
assembly 133 is made up of first and second parallel arms 135, 137 joined 
together at their ends by shafts 139. The first arm has perpendicularly 
extending projections 141, which receive the timing gears 93. The phasing 
masses 95A, 97A are located on the outside of the first arm 135, while the 
nonphasing masses 95B, 97B are located between the first and second arms 
135, 137. The shafts 139 are spaced sufficiently far from the input shaft 
25 to allow the masses 95A, 95B, 97A, 97B to rotate about the shafts. The 
masses 95A, 95B, 97A, 97B all have equal value, and the extensions 101 are 
all of equal length and mass. The phasing masses 95A, 97A are controlled 
by a phasing gear 143, which is coupled to a sleeve 145. The sleeve 145 is 
located around the input shaft 25. The phase of the phasing masses 95A, 
97A is varied by a slider crank 147 rotating the sleeve 145 and gear 143 
relative to the input shaft 25. The input shaft 25 rotates the sleeve 145, 
and the gears 143, 149. The nonphasing gear 149 rotates the nonphasing 
masses 95B, 97B. On the outside of the second arm 137 is a shaft 151 that 
supports the first and second one way gears 107, 109. 
The operation of the transmission 131 is the same as for the transmission 
15 described above. The input shaft 25 rotates the masses 95A, 95B, 97A, 
97B by way of the gears 143, 93, 102 (for the phasing masses 95A, 97A) and 
gears 149, 93, 103 (for the nonphasing masses 95B, 97B). The rotating 
masses produce an oscillating torque that moves the arm assembly 133 back 
and forth. This rotates the shaft 151 back and forth which in turn is 
translated into rotation of the output shaft 19 in one direction by the 
one way gears 107, 109. 
The transmission 161 of FIG. 27 is similar to the transmission 131 of FIG. 
26, except for the output assembly 163. In FIG. 26, the first and second 
one way gears 107, 109 are in series with each other. In FIG. 27, the 
first and second one way gears 107, 109 are in parallel with each other. 
Each one way gear is mounted to a respective auxiliary shaft 165, 167, 
which auxiliary shafts are parallel to each other. The auxiliary shafts 
165, 167 are rotatably coupled to the frame 23A. The one way gears are 
coupled to each other and the first one way gear 107 is coupled to the 
output shaft 19 by a gear 171 on the output shaft. Each one way gear is 
coupled to the arm assembly gear 173 by a coupling gear 169. 
As the arm assembly 133 oscillates back and forth due to the rotating 
masses, the arm assembly gear 173 is likewise rotated. When the arm 
assembly gear 173 rotates clockwise (looking from left to right in FIG. 
27), the first one way gear 107 is driven counterclockwise by its 
auxiliary shaft 165 and therefore drives the output shaft 19 clockwise. 
The second one way gear 109 rotates clockwise and slips relative to its 
auxiliary shaft 167, which shaft rotates counterclockwise. When the arm 
assembly gear 173 rotates counterclockwise, the output shaft 19 is driven 
by the second one way gear 109 through the first one way gear 107. 
Specifically, the arm assembly gear 173 rotates the auxiliary shaft 167 
clockwise, which drives the second one way gear 109. The second one way 
gear 109 drives the first one way gear 107 (which slips against the 
oppositely turning respective auxiliary shaft 165), which in turn drives 
the output shaft 19. 
FIG. 28 shows another transmission 181. This transmission 181 has a half 
arm assembly 183 with the one way gears 107, 109 in series. The arms 185 
in the arm assembly each have only one free end 187, instead of two free 
ends (as shown in FIG. 2). The rotatable masses are rotatably mounted to a 
shaft 189 that couples the ends 187 of the arms 185 together. The arms are 
rotatably coupled to a frame 191. The masses 95A, 95B rotate through the 
axis of rotation of the arm assembly 183. 
In order to reduce vibration, counterweights 193, 195 are used to 
counterbalance each mass. Each counterweight is 180 degrees out of phase 
with its respective mass. 
As the input shaft 25 rotates, the nonphasing mass 95B is rotated by a 
drive belt 197. The drive belt 197 rotates a gear 207, which is tied to 
another gear 209 by a shaft. The gear 209 rotates the mass 95B by a belt. 
Its respective counterweight 195 is also rotated by a belt 199. The 
phasing mass 95A is rotated by a belt 201, while its counterweight 193 is 
rotated by a belt 203. The belt 201 rotates a gear 207 which rotates 
another gear 209 by way of a shaft. The gear 209 rotates the mass 95A by a 
belt. Rotating the masses 95A, 95B causes the arm assembly 183 to 
oscillate, which oscillation is converted to unidirectional rotation by 
the one way gears 107, 109. 
To vary the speed, a slider 205 is moved, which rotates a sleeve 213 and 
the belts 201, 203 relative to the input shaft 25. The phasing mass 95A is 
moved out of phase with the nonphasing mass 95B. The counterweight 193 is 
also moved so as to remain 180 degrees out of phase with the phasing mass 
95A. 
The transmission 181 has the advantage of a low arm mass, which is believed 
to increase the efficiency. 
The counterweights 193, 195 serve to reduce vibration that might otherwise 
be caused by the rotating masses. The counterweights do not provide torque 
to the arms. 
Although the speed control mechanism has been described as including a 
linkage (FIG. 2) or a sleeve and slider crank (FIG. 28), other mechanisms 
could be utilized. For example, the speed control could be 
servo-controlled (see FIG. 1). Also, the position of the slider can be 
controlled with a governor or other feedback device to provide automatic 
speed control. 
The foregoing disclosure and the showings made in the drawings are merely 
illustrative of the principles of this invention and are not to be 
interpreted in a limiting sense.