Improvements in and connected with Clutches.
Year: 1899

page_text: Date of Application, 29th Aug., 1899-Accepted, 11th Nov.,
1899
Improvements in and connected with Clutches.
I, GEORGE CROYDON MARKS, of 18, Southampton Buildings, Chancery Lane,
London, WC, Consulting Engineer (being a communication from abroad by John
Potter Murphy, of Aldine Hotel, Philadelphia, Pennsylvania, Gencial Superin-
tendent of Union Transfer Co), do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement
My invention relates to the construction of clutches and of mechanism whereby
the action of the clutch is transmitted to a shaft or shafts The object of my
vention is to improve the clutch and mechanism connected therewith in various
details, rendering it more effective and more easily manageable
The nature of my improvements will be best understood as descubed in con-
nection with the drawings in which they are illustrated and in which
Figure is a certial longitudinal section through a clutch and its connections
constructed in accordance with my improvements and as shown especially designed
and adapted for imparting motion to the diving wheels of an automobile vehicle,
the section being taken as on the line 1-1 of Fig 2
Figure 2 is a cross-section taken on the line 2-2 of Fig. 1
Figuie 3 18 an end view of the clutch viewed from the right of Fig 1
Figure 4 is a cross-section on the line 44 of Fig 1
Figure 5 18 a view of the roller cage shown in cential transverse section
Figure 6 18 a side elevation of the cage actuating feather and its connecting
ing, the ring being shown as on the section line 6-6 of Fig 3°
Figures 7, 8 and 9 are transverse sections through the clutch showing the
progressive action of the cage in shifting the clutch rollers, and
Figure 10 is an enlarged fiagmentary view illustrating the detailed construction
of the clutch drum
A, Figs 1, 2 and 3, illustrates a portion of the running gear of the automobile
wagon in connection with which my improved clutch is used Q and Q' are
connecting rods given a reciprocating movement by a motor not shown, carried
on the running gear, the said rods being moved simultaneously in the same
direction by connecting both, for instance with a crank pin and being connected at
their other ends, as shown, with level aims Q Q extending the one upward and
the other downward from clutch rings Q3 and Q which, as shown, see Fig 1, are
provided with inner cylindrical linings qq preferably formed of hardened steel
are counterbalances arranged on each clutch ring opposite to its arm Q
QQ, see Fig 1, are packing rings Q6 is a clutch roller cage formed with a series
of chambers Q corresponding with the number of facets on the drum, the said
chambers being somewhat greater in width than the diameter of the rollers used
in connection with the cage and being equal in length to the length of the rollers
and formed with squared ends Q7 to fit against the squared ends of the 1olleis
contained in the chambers, this construction being to prevent the olleis from
getting out of parallel with each other QQ indicate spiral grooves formed in
the inner face of the cage on opposite sides thereof Q10 18 the clutch drum which

page_text: 18 formed with surface facets Q Q Q of which the surface Q13 is cylindrical-
concentric or substantially so to the centre of the dium while the surfaces Q Qa
extend outward from this cylindrical surface at very obtuse angles In practice
I have made the breadth of the surfaces Q" one half of an inch QuQuindicate
longitudinal slots formed on opposite sides of the dium in position to come
opposite to the spiral grooves Q in the cage. Q Q are keys fitting and
longitudinally movable in the grooves Q" and formed on the outer surfaces with
spiral keys Q fitting and moving in the spal grooves Q of the cage These
keys are formed er provided with extensions 914, see Fig 6, which are secured as
shown to inwardly extending lugs. q1 of an annularly grooved ring Q In the
annular groove of this 1ing portions St of blocks Shaving studs S projecting out-
ward from them and pivotally connected with the ends of levers SS secured to a
shaft St by moving which the ring Q6 and the keys attached to it are moved out
o in in the duection and to the extent desired Q7 Q7 etc, are clutch rolleis
one of which is placed in each chamber of the clutch ring and which are of a
diameter somewhat greater of course than the thickness of the walls of the cage
and such as will make a quite close fit between the cylindrical surfaces Q3 of the
dium and the ings Q3 Q₁ or rather their inner linings 937 In practice I have
made the diameter of the rolleis about one-eighth of an inch less than the breadth
of the chambers in the roller cage and as already stated I form the rollers with
squared ends which fit neatly against the squared ends of the cage chambers.
It is of course obvious that as the keys Q Q are moved in or out they will shift
the position of the cage to the night or left as the case may be, moving the rollers
over the cylindical sections Qin contact with one or the other of the oblique
surfaces Q as may be desired In Fig I have represented the cage as in its
cential and non-operative position in which the rollers are not in contact with
either surface Q and in which a rotary movement of the ring will simply rotate
the rollers without tending to rotate the drum. Owing to the construction which
I have described in which the chambers of the cage are wider than the rolleis,
those rollers which are on the left of a vertical section line are one-eighth of an
inch closer to the inclined aui faces Q3, extending to the left than are those 1ollers
on the right hand side of the line and also of course the rollers on the right hand
Bide are one-eighth of an inch nearer to the inclined surfaces Q extending to
the night than are those on the left hand side of the line. Assuming now, for
illustration, that the roller cage is shifted so, as to engage the members of the
clutch in a direction to drive the drum toward the night; the parts are first
brought to the position shown in Fig 8un which the 1olleis lying to the right of
the central vertical line first come in contact with the inclines Q Iving to the
1ight of the surface Q13, while the rollers to the left of the vertical line are still
one-eighth of an inch away The further movement of the cage to the position
shown in Fig 9 simply brings the rollers to the left of the vertical line into
operative position without moving the rollers to the night of the line as is shown
in this figure of the drawings and by which it is clear that the sui faces of the cage
lying in front of or to the right of the rollers is moved away from contact with
the rollers so that there is nothing in front of them to prevent their running
forward on the inclined surfaces Q1 to such a degree as may be possible for them
In this position any movement of the clutch ring to the night causes the clutch
members to engage and rotate the drum while any movement to the left causes
a disengagement of the clutch members permitting the ing to move backward so
to speak without affecting the movement of the dium and this occurs with an
almost imperceptible shifting of position of the 1olleis and in my construction
practically without any appreciable noise
Q18 18 a shaft upon which the clutch drum Q10 18, in the construction shown,
jounalled and as shown the shaft Q18 18 hollow and formed to fit over the slightly
conical end of a solid shaft Q extending to the left of the hollow shaft' Q18
Q18 an annular ring fitting on the shaft Q8 as shown and secured as by bolts g1
to the right hand end of the drum Q1, its outer edge extending "beyond the

page_text: On the
drum and forming as indicated a tight joint with the end of the ung Q
other side of the dium Q an annular plate 18 secured also by bolts q19, this plate
forming a tight joint with the left hand of the 1ng Q and having on its onter
face projections q to form bearings for the springs to be hereafter described
QQ Q Q 18 an regularly shaped casket which forms with the plate Qa
box around the abutted portions of the shafts Q1 and Q³¹
Fiom its walls Q Q
extend flanges q, see Fig 2, which interlock, so to speak, with the flanges q of
the plate Q and between the flanges of the box and plate I secure springs Q
which may conveniently be made of rubber and by which the plate Q and the
box are held togethei
Secured to the end of the shaft Q8 as by a key 18 the hub Q of a bevel gear
wheel Q and secured in the same or any convenient way to the abutted portion of
the shaft Q is the hub Q4 of a bevel gear wheel Q Q and Qindicate an
annula spider or fiame the portion Q of which 18 secured, as by means of
keys to the portion Q of the box and which is formed with openings q in
which are placed bevel gear wheels Q jounalled on pins Q extending across
the openings and secured on the outside and inside thereof, as indicated at 929
and The bevel wheels Q" have their teeth engaged on opposite sides with the
bevel gear wheels Q and Q The arrangement of the gear wheels coupling the
shafts Q and Q together, as described, is in its general features a familiar
compensating device by means of which in case of the turning of the vehicles the
duving wheel on the outside is permitted to move as it must on a longer path
than the diving wheel on the inside without disturbing the application of power
to either of them The function of the springs Q 18 of course to act as an
equalizing device between the clutches and the shafts upon which the clutches
operate, that is, in my new construction these springs equalize the application of
the power to the compensating device through which the power ultimately reaches
the driving axles, a feature of construction which I believe to be entirely new
with me, as is also the construction of the plate Q and the iegularly shaped
box casting by which the equalizing and compensating devices described are
enclosed and protected from the dirt
I form on the box as shown on its section Q a brake dium surface upon which
fits the brake band indicated at Me, said band being secured at one end to fixed
aims mo and at the other end to a lever Me by means of which the brake band can
be tightened at will. This feature of construction is of value because by its
means I apply the braking pressure equally to both diving wheels at all times,
the resistance of the brake acting through the compensating device just as does
the power of the clutches.
.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is
―
1 A clutch drum having a series of facets on its face each consisting of a
cential surface Q substantially radial to the centre of the drum and lateral
surfaces Q Q forming a very obtuse angle with said cential surface in com-
bination with a clutch ing with a cylindrical inner face and a series of 10llers
interposed between the dium and 1ing and adapted to fit closely between the
sui faces Q3 and the clutch ing
2 A clutch dum having a series of facets on its face each consisting of a
central surface Q substantially radial to the centre of the drum and lateral
surfaces QQ" forming a very obtuse angle with said cential surface in com-
bination with a clutch ing with a cylindrical inner face, a series of square ended
rolleis interposed between the drum and ring and adapted to fit closely between
the surfaces Q3 and the clutch 1ng, a roller cage Q6 angularly adjustable on the
clutch drum formed with a series of rectangular chambers Q of length equal to
the rollers and of breadth somewhat greater than the diameter of the rollers and
means for adjusting the cage

page_text: 3 The combination with a clutch drum as Q10 clutch ring and 1ollers working
between said ing and dium, of a roller cage situated between the ring and drum,
one or more keys uniting the drum and cage having a straight connection with
the one and a spiral connection with the other and means for moving said key or
keys to shift the angular position of the cage on the drum
4 The combination with a clutch dium as Q clutch ring and rollers working
between said ring and drum of a roller cage situated between the ring and drum.
two keys uniting the dinm and cage having a straight connection with the one
and a spiral connection with the other, a grooved annular ring secured to
extensions of the keys aforesaid and lever arins engaging the groove of said ng
for moving it and the keys and thus adjusting the angular position of the cage
on the drum
5 The combination with intermittently acting clutch mechanism of two shafts
to be driven thereby, an equalizing mechanism coupling the two shafts as
described and whereby they are directly actuated and a yielding connection
between the said equalizing device and the intermittently acting clutch
6 The combination with intermittently acting clutch mechanism of two shafts
to be driven thereby arranged concentrically with the clutch, a plate Q2 secured
to the clutch drum and formed with outwardly extending wings, bevel gear
wheels Q and Q one secured to each shaft, a casing Q Q Q Q forming a
close joint with the edge of plate Q and enclosing all the gear wheels aforesaid,
said casing having internal wings q airɛnged to interlock with wings 90, springs
interposed between said wings q and , an annular spider secured on the inside
of the casing to afford support to the journals of bevel wheels Q and bevel
wheels secured in said spider and in engagement with bevels Q and Q³
7 The combination with intermittently acting clutch mechanism of two shafta
to be driven thereby arranged concentrically with the clutch, a plate Q⁰ secured
to the clutch drum and formed with outwardly extending wings 7%, bevel gear
wheels Q and Q one secured to each shaft, a casing Q Q Q Q forming a
close joint with the edge of plate Q and enclosing the gear wheels aforesaid said
casing having internal wings 2 arianged to interlock with wings 70, springs
interposed between said wings and 90, an annular spider secured on the inside
of the casing to afford support to the journals of bevel wheels Q3, bevel wheels Q
secured in said spider and in engagement with bevels Q and Q" and a brake
arranged to operate on the casing aforesaid
8 A clutch drum having a series of facets on its face in combination with a
clutch ring with a cylindrical inner face, a series of square ended rollers inter-
posed between the drum and 11ng, a cylindrical roller cage Q situated between
the drum and ring and angularly adjustable on the clutch drum, said cage being
formed with a series of rectangular chambers Q of length equal to the rolleis
and of breadth somewhat greater than the diameter of the rollers and means for
adjusting the cage
ונ..
33011
1
.
1000
MARKS & CLERK,
18, Southampton Buildings, London, WC,
13, Temple Street, Birmingham, and 25, Cross Street, Manchester
Agents