Improvements in or relating to Epicyclic and Differential Gearing,
Year: 1897

page_text: Date of Application, 30th Mar., 1897
Complete Specification Left, 24th Dec., 1897-Accepted, 30th Mar., 1898
PROVISIONAL SPECIFICATION.
Improvements in or relating to Epicyclic and Differential Gearing,
I, REGINALD HADDAN, of the Firm of Herbert Haddan & Co., 18, Buckinghamı
Street, Strand, W.C., London, Patent Agent, do hereby declare the nature of this
invention a communication to me from abroad by Frederic de Coninck, of Paris,
in the Republic of France, Engineer, to be as follows:-
This invention relates to a system of differential movement or epicycloidal train
combined in such a manner that it constitutes a gear for transmission of motion
from one end part to the other end part without reciprocity of motion that is to
Bay without any back movement or movement initiated at the other end being
transmissible to the former end.
A differential wheel or arm carrier is keyed upon an arbor and carries loosely in
sockets one or more axles parallel to the arbor and on the extremities of which
are keyed two pinious gearing respectively with two others, one of which is fixed
on a sleeve surrounding loosely the arbor, the other the receiving pinion being also
looee upon the arbor. If the latter, with the differential wheel is animated by a
rotary movement, the outer pinions will roll round the inner pinions and the last
mentioned receiving pinion will receive a movement which will depend upon the
proportions of the pinions and which will be the smaller the less this proportion
differs from unity. In order that thero may be no reciprocity of movement from
the last pinion the difference of the radius of the two outer pinions must not be
greater than the height of their teeth and their number of teeth must be the same
even when their pitch is different.
This arrangement is applicable to lifting-apparatus such as lifting jacks, winches,
cranes, hoists, lifts in which it avoids the use of ratchet wheels, brakes and endless
Screws.
It is also applicable for automotive vehicles in which it avoids the use of brakes
and is also useful for the steering of automotive vehioles in which it suppresses the
reaction of the steering wheels upon the guiding-bar.
Combined with an other differential movement, it can serve for transmission of
power at variable speed.
The sleeve aforesaid of the receiving pinion carries the differential wheel of the
second differential gear which wheel carries loosely upon two trunnions, the
secondary or satellite pinions which gear on one side with a pinion loose upon the
sleeve which receives an uniform movement from a wheel and on the other aide
with a pinion which is now the receiving pinion of the whole system. The first
differential wheel is animated with a variable velocity by means of a friction-roller
which can be displaced against a plate or by means of any other arrangement.
This variable velocity is transferred to the pinion integral with the second differen-
tial wheel. The latter has no reaction upon the roller.
To have a greater rate than would be compatible with the relative dimensions
of the pinions one can use an arrangement similar to that first described, in which

page_text: the differential wheel keyed upon the arbor carries loosely in sockets one or more
axles at the extremities of which are keyed pinions.
It carries also two trunnions, on which turn loosely other pinions which are
connected respectively to further pinions gearing with those on the axles.
Independently from its application as differential movenient the most extensive
use of which is in fly frames for spinning; this system can also serve for trans-
mission of power at variable velocity by making the wheel turn in a direction
contrary to the receiving pinion.
Improvements in or relating to Epicyclic and Differential Gearing..
I, REGINALD HADDAN, of the Firm of Herbert Haddan & Co., of 18; Buckingham
Street, Strand, W.C., London, Patent Agent, do hereby declare the nature of this
invention, a communication to me from abroad by Frederic de Coniuck, of Paris,
in the Republic of France, Engineer, and in what manner the same is to be per-
formed to be particularly described and ascertained in and by the following
statement:
This invention relates to a system of differential movement or epicycloidal train
combined in such a manner that it constitutes either a means for transmission of
motion in one direction, but which will not serve to transmit movement in the
reverse direction, or a differential movement without dynamic reaction on the
differential wheel or the arm carrier.
In the annexed drawing:-Fig. 1 shows as an example one of the forms of this
epicycloidal train, in vertical section along the axle.
1 is the arm carrier keyed on the driving axle 2.
3 and 4 are satellite pinions gearing respectively with the receiving pinion 5
and the pinion 6 which is fixed on a sleeve 7. When turning, 1 will transfer to 5
a movement which will depend upon the proportion of the diameters of ō to 3
multiplied by those of 4 to 6 and which will be so much the smaller the less this
proportion differs from unity.
Supposing the pinion 6 is fixed; if the pinion 5 were smaller than the pinion 6
the ratio 6/3 × 4/6 would be less than unity, and the arm carrier 1 would be
operated in the contrary direction of the pinion 5. If the pinion 5 were on the
contrary greater than pinion 6 the aforesaid proportion would be greater than
unity and the arm carrier 1 would be operated in the same direction as the pinion 5;
but, as the difference of the diameters of the pinions 6 and 5 according to this
invention does not surpass the height of their teeth, it results therefrom that the
pinion б cannot operate the arm carrier 1 in consequence of the fixity of the
pinion 6, exactly as if the pinions 5 and 6 had exactly the same diameter. There-
fore, the arm carrier 1, by the rolling of the pinion 4 on the pinion 6
which is fixed, transfers its movement to the pinion 5, whilst the
pinion 5 cannot transfer its movement to the arm carrier 1. This is the reason,
that the movement can be transferred only in one direction.
This arrangement is applicable to any lifting apparatus such as lifting jacks,
winches, cranes, hoists, lifts in which it avoids the use of ratchet wheels, brakes
and endless screws. It is also applicable for fly frames for spinning, tramways,
printing presses and paper mill machines and automatic vehicles in which it
avoids the necessity for the use of brakes and is also useful for the steering of
automatic vehicles, in which it suppresses any dynamically reactive force from
the steering wheels upon the guiding bar, for ship rudder gear etc.

page_text: The necessity for the use of brakes is avoided as follows:-
In Fig. 1 one sees that there is no reciprocal movement of the pinion 5.
Suppose for instance a motor car descends an incline the use of the brake is avoided
in the following manner: the carriage descending by its own weight would try
to operate the arm carrier 1 which itself would operate the motor if there were
reciprocal movement or dynamic reaction from the pinion 5. But as the pinion 5
cannot operate the arm carrier 1, it results therefrom that the pinion 5 cannot turn
quicker than it is operated by the arm carrier 1. The movement cannot there-
fore be accelerated although one does not use a brake. Combined with another
differential movement it can serve for transmission of power at variable speed.
This application is represented in Fig. 2 which reproduces the arrangement of
Fig. 1, the same parts being represented by the same numbers. The left part of
Fig. 2 shows a differential movement with bevelled wheels but it might be made
with straight wheels or of any other system.
The pinion 5 is keyed on a socket 8 arranged loosely on the axle 2 and con-
jointly with the differential wheel 9 which carries loosely on two trunnions 10 the
satellite pinions II II which gear on one side with the pinion 12 loose on the
socket 8 and which receives a uniform movement by the driving wheel 13 and on
the other side with the pinion 14 which is the receiving pinion of the whole
system.
The arm carrier 1 is revolved with a variable velocity by means of the friction
roller 15 which can be displaced against a rotating disk 16 or by means of any
other arrangement. This variable velocity is transferred to the pinion 5 and to
the differential wheel 9 with which it is joined. The latter has no dynamically
reactive or reverse effect to turn the roller 15.
The driving pinion 12 (Fig. 2) tries to operate the differential wheel 9 more
quickly than it is operated by the roller 15; by means of the arm carrier 1 and of
the pinion 5; but, as the pinion 5 which is joined to the differential wheel 9
cannot as before shown have any dynamic reaction on the arm carrier 1 driven by
the roller 15, it results that the differential wheel 9 will also not have any dynamic
reaction on the roller 15.
What characterizes my system, is that the part giving the operation by friction
does not participate in the power to be transferred, as it intervenes only for
diminishing the velocity without being susceptible of being reciprocally operated.
This disposition finds its application in any transmission of power with variable
speed, such as that of automatic vehicles, tramways, ships, or any other machines,
the speed of which must vary.
If in the arrangement of Fig. 1 a greater ratio is required than is compatible
with the relative dimensions of the pinions, one can use the arrangement of the
principle represented by Fig. 3, in which 17 is the arm carrier or differential wheel
keyed on the shaft 18. This part 17 carries loosely in sockets our or more axles
such as 19, on the extremities of which there are keyed satellite pinions 20, 21.
It carries two trunnions 22, 23 on which the connected pairs of pinions 24, 25 and
26, 27 turn loosely.
The pinion 24 gears with 20, the pinion 25 with pinion 28 loose on the shaft,
27 gears with 21, 26 with 29 loose on the shaft. If the pinion 29 is the receiving
pinion, and 28 the driving pinion, revolved with a uniform movement, and if the
differential wheel 17 is revolved with a variable movement, this arrangement will
constitute a differential movement without reaction from the pinion 29 on the
differential wheel 17. For this purpose the proportion of wheels 28/26 × 24/20 ×
21/27 x 26/29 will be smaller than unity and the pinions 28 and 29 will have such
dimensions that no contact point of a tooth of 28 is nearer the axle 18 that any
contact point of a tooth of 29.
In this gear there is dynamic equilibrium of the differential wheel that is to
say, in Fig. 3 the movement is transferred to the pinion 29 by means of the
pinions 28-25, 24-20, 21-27, and 26-29, carried by the differential wheel 17;
but the movement proper of the wheel 17 by means of an operation by friction,

page_text: for instance, is not influenced by the rotation of the driving pinion 28; this may
be termed the dynamic equilibrium of the differential wheel.
As the axle 19 does not require to be in the same plane as the axles 22, 23 and 18,
Figs. 4, 5 and 6 show under a more compact form another arrangement, in which
the same numbers represent the parts corresponding with those of Fig. 3. Fig. 4
shows this arrangement in lateral view; Fig. 5 is a longitudinal section on line TV
of Fig. 4; Fig. 6 is a longitudinal section on line X Z of Fig. 4. The driving
pinion 28 is keyed on the shaft 18, and the differential wheel is constituted by
the casing 17.
Independently from its application as so called differential movement, the most
frequent of which is the application in fly frames in spinning, this system can
equally serve as transmission of power with variable velocity by making the
differential wheel 17 turn in the contrary direction to the pinion 28 without the
force to be transferred to the pinion 29 participating in the operation by friction
which would operate casing 17.
By leaving in the same plane the axles 22, 23, and 18 19 (these two latter being
then in effect one and the same axle) the pinions 20 and 21 (Fig. 6) which are con-
nected together, can be mounted loosely on the axle 18 whilst gearing respectively
with the pinions 24 and 27: in this case the gear would be single and not
duplicated.
The principle of this system may be applied to any known kind of epicycloidal
train, with inner or other teeth, and with any form of teeth known exterior or
interior, and more especially with helicoidal teeth.
Having now particularly described and ascertained the nature of this invention
and in what manner the same is to be performed I declare that what I claim is :-
1. A differential gear or epicycloidal train, provided with any kind of teeth, with
exterior or interior teeth and allowing of transferring a movement without dynami-
cally reactive or reciprocal movement, as herein before described.
2. The combination of this system) with any lifting apparatus (lifting jacks,
winches, cranes, hoists, lifts) as well as on ship rudders, guiding bar or steering
apparatus of motor cars or the like.
3. The combination of the differential gear herein described with a differential
gear or any epicycloidal train, and serving for producing a transmission of force
with variable velocity, applicable to motor cars and in general to all machines, the
velocity of which must vary for example for ships, tramways, printing presses,
mill machines.
papers
A differential gear or epicycloidal train substantially as described realizing
the dynamic equilibrium of the differential wheel or arm carrier, applicable
especially on fly frames for spinning, and serving also as transmission of motion
with variable velocity.
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