Year: 1897

page_text: I, JACOB MISSONG, of Hochst-on-the-Main, in the German Empire, Engineer,
do hereby declare the nature of this invention to be as follows:-
Clutches that engage positively offer the important advantage over friction-
couplings, that they remain locked, or in gear, of their own accord, so that there.
is practically no pressure required to retain them in engagement, and no wear on
the disengaging sleeve. Their disadvantage is that they can only be thrown into
gear whilst the parts are in certain relative positions or whilst the driving.
mechanism is at rest.
As in most cases the driving gear cannot conveniently be arrested, while the
adjustment of the parts in the proper position for throwing them into gear is
effected, friction-couplings have been employed notwithstanding their great cost,
the high degree of pressure necessary to force and maintain the parts in contact,
and the rapid wear resulting therefrom.
A coupling can be made by a combination of a positively engaging clutch and a
friction clutch, the latter only being made use of in the act of throwing the clutch
into gear, and the frictional contact maintained merely until the speed of the
driven shaft becomes practically equal to that of the driving shaft, when no slip-
ping occurs; and then the frictional engagement is released and the positively
engaging parts engaged instead, but the drawback of such an arrangement as
hitherto devised is that the driven half of the coupling has to transmit the aggre-
gate power by means of a groove-and-tongue engagement, or keys which are apt
in a short time to shift.
Besides, very considerable resistances result from both pressure and friction
in the.said engaging devices.
The kirown combined clutch and frictional couplings are fit for use in the
frictional transmission of but small powers and even for these it is objectionable
as it comprises two parts that have to be displaced, and consequently must be
fitted with twice as many grooves, tongues and releasing mechanisms as there
would be in a coupling unprovided with frictional gearing; which adds con-
siderably to its cost, without rendering it any more serviceable than an ordinary
clutch.
A coupling is represented in part section and part side elevation in Figure 1
and in face view of part in Figure 2 of the accompanying drawings, with my
invention applied thereto as hereinafter described.
The parts A and B are securely keyed or otherwise secured on to the opposed
ends of the shafts a and b. The adjustable sleeve C is provided with clutches
or claws k', which are adapted to be locked into gear by engaging in the
(Figure 2) between the projections of both of the parts A and B; whereby the two
shafts a and b are coupled together.
spaces i

page_text: The periphery u of the disengaging sleeve C is formed in the shape of a trun-
cated cone, while the part A, has a correspondingly shaped hollow conical part h
formed on or attached to it. The position may however be reversed if desired.
In the situation of the disengaging, sleeve C, as illustrated in Figure 1, the
coupling is entirely out of gear, both the clutches and the positively engaging
friction device being released. In order to throw the parts into gear, the sleeve C
is first moved to the right, to effect frictional contact between the conical surfaces;
the pressure whereby the parts are maintained in contact being gradually in-
creased, until no sliding or slipping takes place, when both the driving and driven
shafts will have acquired the same speed. The frictional contact is then inter-
rupted, and the sleeve C is quickly shifted to the left as far as is necessary to
cause the claws or clutches thereof fully to engage in the spaces between the
projections on the parts A and B, and thereby to complete the engagement of
the positively engaging clutch.
In order to bring about this engagement without shock and in a reliable manner,
when the speeds of the driving and driven shafts are the same or nearly so, the
claws or clutches of the sleeve C and the projections 2 and 3 of the rigid
portions A and B are bevelled on their edges.
The release of the clutches is effected in the well-known manner.
By providing either the part A or the part B with a hub or boss, say, a hollow
shaft, the coupling may be used for connecting and disconnecting a strap or
cord pulley, or a toothed wheel, mounted upon such hub, or boss, with a continu-
ously revolving shaft; or the shaft may temporarily be thrown out of gear, whilst
the said hub or boss continues in rotary motion.
Dat this ou
1
T
1007
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.
I, JACOB MISSONG, of Hochst-on-the-Main, in the German Empire, Engineer,
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: -
Clutches that engage positively offer the important advantage over friction-
couplings, that they remain locked, or in gear, of their own accord, so that there
is practically no pressure required to retain them 'in engagement, and no wear on
the disengaging sleeve. Their disadvantage is that they can only be thrown into
gear whilst the parts are in certain relative positions or whilst the driving
mechanism is at rest.
As in most cases the driving gear, cannot conveniently be arrested, while the
adjustment of the parts in the proper position for throwing them into gear is
effected, friction-couplings have been employed notwithstanding their great cost,
the high degree of pressure necessary to force and maintain the parts in contact,
and the rapid wear resulting therefrom.
A coupling can be made by a combination of a positively engaging clutch and a
friction clutch, the latter only being made use of in the act of throwing the clutch
into gear, and the frictional contact maintained merely until the speed of the
driven shaft becomes practically equal to that of the driving shaft, when no slip-
ping occurs; and then the frictional engagement is released and the positively

page_text: engaging parts engaged instead, but the drawback of such an arrangement as
hitherto devised is that the driven half of the coupling has to transmit the aggre-
gate power by means of a groove-and-tongue or equivalent engagement, such as
keys which are apt in a short time to shift. Besides, very considerable resist-
ances result from both pressure and friction in the said engaging devices.
The known combined clutch and frictional couplings are fit for use in the
frictional transmission of but small powers and even for these they are objectionable
as they comprise two parts that have to be displaced, and consequently must be
fitted with twice as many grooves, tongues, and releasing mechanisms, as there
would be in a coupling provided with frictional gearing; which adds con-
siderably to its cost, without rendering it any more serviceable than an ordinary
clutch.
A coupling is represented in part section and part side elevation in Figure 1
and in face view of part in Figure 2 of the drawings accompanying my Pro-
visional Specification with my invention applied thereto as hereinafter described.
The parts A and B are securely keyed or otherwise secured on to the opposed
ends of the shafts a and b, one of which is driven and the other of which is to be
driven.
l
The adjustable sleeve C is provided with clutches or claws k', which are adapted
to be locked into gear by engaging in the spaces (Figure 2) between the projec-
tions of both of the parts A and B; whereby the two shafts a and b are coupled
together. By providing the sliding sleeve C with a part for friction coupling,
and a part for positive coupling arranged so that, the latter does not come into
operation until after the release of the frictional coupling has been completed;
a combined positively engaging clutch and friction coupling is secured in the
simplest possible manner.
The periphery of the disengaging sleeve C is formed in the shape of a trun-
cated cone, while the part A, has a correspondingly shaped hollow conical part h,
formed on or attached to it. The position may however be reversed if desired.
In the position of the disengaging sleeve C, as illustrated in Figure 1, the
coupling is entirely out of gear, both the positively engaging clutches and the
friction device being released. In order to throw the parts into gear, the sleeve C
is first moved to the right, to effect frictional contact between the conical sur-
faces u and h.
The driving of the shaft b takes place when the frictional part of the coupling
is engaged by the claws or projections engaging with the parts of the projec-
tions which protrude beyond the projections. The pressure whereby the parts
are maintained in contact is gradually increased, until no sliding or slipping takes
place, when both the driving and driven shafts will have acquired the same speed.
The frictional contact is then interrupted, and the sleeve C is quickly shifted to
the left, as far as is necessary to cause the claws or clutches thereof fully to
engage in the spaces between the projections on the parts A and B, and thereby
to complete the engagement of the positively engaging clutch.
In order to bring about this engagement without shock and in a reliable manner,
when the speeds of the driving and driven shafts are the same or nearly so, the
claws or clutches of the sleeve C and the projections and ³, of the rigid
portions A and B are bevelled on their edges.
The release of the clutches is effected in the well-known manner.
By providing either the part A or the part B with a hub and boss,--say, a hollow
shaft, the coupling may be used for connecting and disconnecting a strap or
cord pulley, or a toothed wheel, mounted upon such hub, or boss, with a continu-
ously revolving shaft; or the shaft may temporarily be thrown out of gear, whilst
the said hub or boss continues in rotary motion.
Where a very limited amount of power is to be transmitted, the fast portion, B,
may be dispensed with.
Having now particularly described and ascertained the nature of my said in-

page_text: vention and in what manner the same is to be performed, I declare that what
I claim is:
1. A clutch having a sleeve such as C on one part of the clutch the said sleeve
being provided on its periphery with a conical friction surface and with claws or
projections, the other part of the clutch being provided with a corresponding
friction surface and both parts with corresponding claws or projections so that
the coupling is engaged by movement of the sleeve in one direction and then in
the other direction so that first the frictional and afterwards the positively en-
gaging parts are engaged whilst when the sleeve is in the mid-position the
coupling is entirely disengaged substantially as herein before described.
2. A clutch consisting of the arrangement and combination of parts herein before
described and illustrated in Figure 1 of the drawing accompanying my Provisional
Specification.
Dated this 20th day of September 1897.
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.