Improvements in Variable Ratio and Reversing Gearing.
Year: 1897

page_text: BUNAL DILUIFICATION.
Improvements in Variable Ratio and Reversing Gearing.
WALTER WOOLIDGE, Engineer, 5, Strand, Southampton, do hereby declare the
nature of this invention to be as follows:-
It is sometimes necessary to vary the speed of one, two, or more wheels or
shafts in relation to each other while the central or motor shaft revolves at its
normal speed. Or to start, stop or reverse the one without interfering with the
other. This invention seeks to provide a frictionless variable ratio mechanism to
do this which will itself form or may be combined with antifriction bearings for
any shaft or wheel to which it may be applied; an automatic stopping and load or
potential balance apparatus, steering gear, & balance gear, in one; which may all
be controled by one or a pair of reins or handles. The motor or motors may be
connected directly to the driving axle outside the wheels (where they can be easily
got at).
In the duplex form the mechanism forms a bearing on either side of each wheel
or rim if required to which the motion of the shaft may be communicated by any
suitable means or by universal joints on the shaft.
This invention consists in making and using conical roller bearings (for any
revolving shafts and the like) with differential conical rollers in rolling contact
with the cone seating of bearing, and the coned journal on shaft. The apex of
all these cones would if carried out meet in or near one point in the axis of the
shaft. This may be duplicated. Discs with a periphery forming a conical wheel
may be used for either the central or outer journal or bearing case or rollers.
The rollers are provided with cone shaped extensions at one or both ends (some-
times in the middle) coaxial therewith, one side of which lies approximately
parallel with the axis of shaft and engages with and rolls around a movable ring
or disc formed on or connected with the driving or driven wheel or rim.
The ratio of speed and direction of movement of this ring or disc with regard to
the outer bearing case or to the shaft will depend upon its position on the conical
extensions of the rollers. If the ring or disc is in contact with the conical exten-
sions at the point where their diameter is the same as the anti-friction conical
rollers would be if extended to that point, the ring or disc remains still. If the
ring or disc is in contact with the apex of the conical extensions, the ring or disc
would move round in the same direction as the rollers at the same speed as they
revolve about the central axis. If the ring or disc is in contact with the conical
extensions at a point where their diameter is greater than the antifriction rollers
would be if extended, the ring will travel in the opposite direction to the rollers
at a speed varying with its distance from the " no motion" point, and depending
upon the proportion which the diameter of the anti-friction rollers bears to that
of the conical extension at the point of contact. A second ring with arms pro-
jecting down the axis of each roller, will serve to keep the roller in proper position;
or the arms may project from the rollers into the second ring. The arms should
be fitted with ball bearings, and this ring made of material of triangular section.
Either or both of these rings may be cut through one side and provided with bolts

page_text: or screws to draw the ends together for adjustment and have gap pieces fitted
solid or consisting of thin plates or washers so that one at a time can be taken out
or put in. If the first named ring be tightened it may be arranged to move the
rollers along and tighten the entire mechanism for better frictional grip. It may
be arranged so that the weight or pressure resting on it or on the bearing case
tends to force the rollers along for the same purpose.
The first mentioned ring or disc may be arranged to form the bearings proper
for the shaft; moveable in suitable guides (which may be provided with rollers)
in a direction parallel to the central axis and kept in the no motion" position
by a spring suitably disposed on the guides or other parts of the mechanism; in
which case the first named bearing case or journal outer or inner-may be
attached to or form part of the driven or driving wheel or rim; for when the rim
is prevented from turning, the bearing case will revolve instead if free to do so.
This may be moved to or from the base of the cone by suitable means such as a
lever or a male and female screw so placed that it may be actuated by governor,
automatically, or by hand. Either of the central cones may be loose on the axle
and moved around the axle by suitable means, as for instance a worm carried in
bearings on either the axle or cone; the other carrying a short rack to engage
therewith.
Or by keying the cone on the shaft between collars, with a sliding key one side
of which slides in a straight keyway, and the other side in a slightly screw-shaped
keyway cut in either the cone or axle so that if the key be forced along the shaft
the cone is turned forward or backward carrying with it that end of the rollers and
so causing or aiding the first named ring or bearing to travel to or from the base
of the cones while the axle is revolving without throwing out of gear or stopping.
It will be seen from the foregoing that the driven wheel or axle may be turned
forward, or backward, or stopped; at its fastest or slowest speed or any intermediate
speed while the driving wheel or axle runs in one direction at a normally constant
speed or vice versa. When starting the speed is gradually raised with greater
power at starting. Should the strain on the gear become excessive, the end of the
rollers are thereby moved or dragged out of their proper position so as to cause the
first named ring to climb along towards the "no motion" position and the motor
prevented from stopping or being overpowered or the potential remains normal.
The first named ring or disc or the cones-some or all-may be provided with
teeth pointed circular or rectangular; and the parts in rolling contact therewith
may have holes in them to match, to engage with the teeth. Any number of
rows of holes or teeth may be on the cones and where any of the holes in one row
come nearly opposite or on the same longitudinal line as any in the next row they
should be formed into a slot or the dividing wall between should be cut away so
that the ring may pass from row to row towards either end.
The central axle may be steadied laterally by conical roller bearings or by ball
bearings; with or without the speed varying arrangement and may be the axle
of a motor.
The moveable cones on the central axle should be kept in their proper position in
relation to the key or the shaft by springs which may be adjusted so that if the
strain on gear becomes excessive the springs will give and allow the rollers to be
moved or dragged out of relative position through the cone turning a little on the
axle for the purpose of altering the ratio. The springs may be alongside the key
in the keyway. The springs return the cone to its original position when the
strain decreases.
The conical extensions may have spindles projecting from their ends. If these
are made of the same section as the antifriction rollers would be if produced or
protruding through the extensions; they may roll around a section of cone on the
central axle in unison with the antifriction rollers. Where necessary I employ
rows of teeth on the revolving or rolling cones engaging with teeth on the central
or outer cones or both. These will prevent slip, and keep the rollers in their
relative positions.

page_text: In the duplicate form the opposing forces of the two sets of rollers slanting in
opposite directions will keep the shaft and outer cone case in the same relative
position; but in the single form the outer case will have a tendency to slide towards
the smallest diameter of the central cone to prevent which a flange decends from
the one and overlaps the other; ball bearings may be introduced between to
prevent friction. This disc may be made moveable longitudinally on the shaft or
bearing by screwing or other means for adjustment.
Several wheels may be caused to turn at any desired ratio with the motor or
with each other by mounting them on axles or shafts kept at suitable distances
apart by rods; one running from either end of one axle to the opposite end of the
next; crossing each other in the middle so that if the right hand end of the first
axle be moved away from the second it will pull the left hand end of the second
axle forward in the same direction and if the left end of first axle is moved away
from the second, it pulls the right hand end of second axle forward, thus placing
the axles at an angle with each other. The axles are prevented from moving away
from the 'parallel position in one direction, by suitable stops or hooks; so that if
they meet any obstruction while parallel they cannot thereby be thrown out of
parallel. This is of special importance when is applied to a motor carriage or
cycle this invention.
If now the axles carrying the wheels thus arranged be placed on a plane surface
such as a circular platform or disc centrally pivotted and the wheels being on one
axle in frictional contact with the platform, caused to revolve, then the platform
will turn about its centre pivot or the axles and wheels move over the platform.
If the second axle and wheels be placed on the platform and connected as
described by rods with the first, the one may be set at any angle with the other;
the ratio of rotation of the wheels at the wide end of angle formed by the shafts
will be greater than those at the narrow end of the angle. Thus any desired ratio
can be obtained according to the angle at which the shafts are placed and any
desired circle or are described on the platform. The ratio of the outer wheel on
the front or first axle when describing the arc is greater than the ratio of the wheel
on the end of the axle towards the inner end of the angle formed by the axles; if
the ratio of the outer wheel is decreased the arc described is of greater radius, if
increased, of shorter radius. The radius being governed by altering the ratio of
the outer circle wheel or wheels only. Any number of pairs of axles may thus
be connected. The ratio of the front wheels only need be altered; the rest will
follow. Instead of the mechanism turning a circular platform it may run on the
ground.
in
as
the carriage
In applying this invention to a motor carriage or a carriage or vessel propelled
by a motor animal or mechanical or otherwise carried by the carriage or vessel,
I employ one such gear centrally situate on main shaft or two or more as required
one or both sides of the
on the driving axle or inside the wheels at
axle; the speed of either is varied the carriage is required to go
one direction
the other or reversed or according as
ог
is required to turn to the left or right. This may be done by causing the
first named rings-which may slide or roll on guides attached to the bottom of the
car or to an axle bridge interposed or attached to the car by arc shaped slides
extending from the line of the axle when parallel, forward towards the centre line
of car in a curve struck by moving either end of the axle forward while holding
the other in the back of the opposite guide--to move along on the conical exten-
sions for the purpose of altering the speed of one or both of the wheels as herein
described. A pair of reins or endless cords running through suitable sheaves on
convenient parts of the car (such as the dash or the axle bridge or brackets thereon)
attached to the levers or wound on drums mounted on the the speed varying male and
female screws or sliding key before described will operate the same when pulled in
either direction and cause the wheel governed thereby to be started, stopped,
moved forward or backward as required. One rein governing the wheels on one
side the other the other rein governing the wheels on the other side of the car
steers it.

page_text: The steadying bearings are connected to the axle bridge also the connecting
rods between the axles before described are pivotted thereto thereto if preferred.
A steering handle may be provided as well. In applying it to a boat a similar
arrangement may be used and if a twin screw or paddle vessel of any kind or other
mechanism. The friction grip between the parts in rolling contact or rather the
pressure necessary to give the requisite grip is got without adding friction to the
bearings by the arrangement herein described that is to say 1st by the compression
of the outer bearing case on the rollers and around the shaft through the rollers,
2ndly by the weight resting on or the strain due to the work being done acting
through the central cones and rollers to the outer cone casing, bearing, wheel, or
rim as the case may be. 3rdly by the wedging action of the rollers between the
central and outer cones due to the pressure of the surrounding ring on the conical
extensions or of the disc pressing on the same either from the weight resting on
the disc or ring or the adjustment of the same. 4thly by the large number of
contact points obtained by the arrangement herein described.
The reins or cords are constrained towards the
"
no motion" position by a spring
or springs at any suitable point such as a spiral spring attached to them and the
dash of a car so that if left to themselves they will stop the car or vessel; but while
held forward or backward, the driven wheel, axle, or rim revolves forward or
backward as described. Imitating in some measure the driving of a. horse
with reins.
The reins or cords may be connected to the worm on the shaft beforementioned
or other means used to retard or advance the ends of the rollers as herein set forth.
The sliding key is moved by a lever & collar.
The rollers may be kept in their relative positions with each other by a frame or
drum carrying bearings for the rollers.
Dated this 41at M 1907
WALTER WOOLIDGE, Engineer, Strand, Southampton, 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:-
This invention relates to variable ratio and reversing gearing. It is suitable for
use in the transmission of motion from a motor to an object.
It is applicable to various machines such as for instance drilling and tapping
machines, boats, motor carriages or other apparatus.
It is sometimes necessary to vary the speed of two, or more axles or shafts in
relation to each other while the central or motor shaft revolves at its normal speed,
or to start, stop, or reverse either without interfering with the other, and it is the
object of this invention to provide a variable ratio mechanism for this purpose.
My improved gearing may be arranged to form or may be combined with anti-
friction roller bearings for any shaft or wheel to which it may be applied; it
be used as an automatic stopping apparatus, steering gear, and balance gear in
one which may all be controlled by one or a pair of reins or handles.
may
In the case of a motor car the motor or motors may be connected to the driving
axle outside the wheels, where they can be easily got at.
In the duplex form the mechanism forms a bearing on either side of the wheel
or rim if required, to which wheel the motion of the shaft is communicated.
According to my invention I construct conical roller bearings for revolving
shafts, with differential rollers in rolling contact with the coned bearing and the
coned journal on the shaft. The apexes of all these cones meet in or near one

page_text: point in the axis of the shaft. The bearings may furthermore be duplicated in
some cases with advantage. Dises with a periphery forming a conical wheel or
pinion toothed or otherwise may be used for either the central or outer journal or
bearing case or rollers.
The conical rollers are provided with cone shaped extensions at one or both ends,
(or sometimes in the middle of their length) coaxial therewith, one side of which
lies approximately parallel with the axis of the shaft and engages with a movable
ring or disc formed on or connected with the driving or driven wheel or rim or
outer member. These cone shaped extensions may be larger as well as smaller
than the rest of the rollers on which they are mounted.
These conical extensions may have spindles protruding from their ends; if these
are made of the same section as the antifriction rollers would be if produced through
the extensions, they may roll around a section of the central member or
mounted upon the central axle, in unison with the antifriction rollers.
"
cone
The ratio of speed and direction of movement of this ring or disc with regard
to the outer bearing case or member or to the shaft or central member will depend
upon its position on the conical extensions. If the ring or disc is in contact with
the conical extensions at the part where the dismeter is the same as the antifriction
roller would be if extended to that point, the ring or disc remains still, I call this
the no motion" position of the ring or disc. If the ring or disc is in contact with
the apex of the conical extensions the ring or disc would move around the central
axis in the same direction as the rollers at the same speed as they revolve about the
central axis or member. If the ring is in contact with the conical extension at a
point where the diameter of the extension is greater than the antifriction roller
would be if extended to that point, the ring or disc will revolve in the opposite
direction to the rollers at a speed varying with its distance from its no motion
position, and depending upon the proportion which the diameter of the antifriction
roller bears to that of the conical extension at the point of contact with the ring.
The rollers may be carried in a suitable frame mounted coaxially with the
central member to which the ball or other bearings thereof are attached..
66
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A ring with arms projecting down the axis of each roller, will serve as a roller
frame to keep the rollers in proper position; or the arm may project from the
roller into the second ring; a similar ring and arms being fitted at the other end of
the rollers. The arms should be fitted with ball bearings, and this ring made of
material of triangular section. Either or each of the rings hereinbefore mentioned may
be made adjustable. A suitable manner of doing this is to cut through one side and
provide bolts or screws to draw the cut ends together and thus make the ring
smaller for adjustment, gap pieces of adjustable thickness being inserted between
the cut ends of the ring.
The adjustment of either of the rings or discs will tend to force the rollers along
in the direction of their axes and tighten the mechanism. The weight or pressure
resting either on it or on the bearing case also tends to force the rollers along and
increase the frictional grip.
The first mentioned ring or dise may be arranged to form the bearing proper
for the shaft or axle; mounted movably in suitable guides (which may be provided
with rollers to make them move easily) movable in a direction parallel to the
central axis, and constrained towards the " no motion" position by suitable means;
in which case the first named bearing case or journal-outer or inner-now becomes
the variable speed ring or rim the speed of which is varied as herein described and
it may be secured by bolts or other means to the driven or driving wheel or rim;
for when either member is prevented from turning and one of the remaining
members is turned, the remaining member will revolve if free to do so unless the
parts are in the " no motion" position.
The movable ring may be moved to or from the base of the cone by any suitable
means such as a lever or male and female screw so placed that it may be actuated
by a governor automatically, or by hand.
Either of the central cones when more than one are used may be loose upon the

page_text: axle and moved around the axle by suitable means, as for instance a worm carried
in bearings on the central axle, the disc, carrying a short rack to engage therewith
or the worm may be carried with the disc and the rack on the axle. "Or by keying
one of the central sections of cone on the shaft between collars, with a sliding key
one side of which slides in a straight keyway and the other side in slightly screw
shaped keyway cut in either the cone or axle so that if the key be forced along
the shaft the cone is turned forward or backward carrying with it that end of
the rollers and so causing or aiding the first named ring or bearing to travel to or
from the base of the cones while the axle is revolving without throwing out of
gear or stopping the energy of the motor from being transmitted to or from the
gear.
It will be seen from the foregoing that the driven wheel or axle may be turned
forward or backward at its fastest or slowest speed or any intermediate speed, or
stopped altogether, while the driving wheel, or axle, runs in one direction at a
normal constant speed, or the speed of the driven wheel may be maintained con-
stant when the speed of the driving wheel varies. When starting the speed is
gradually raised with greater power at starting. Should the strain on the gear
become excessive, the ends of the rollers are thereby moved or dragged out of their
proper position so as to give the twisted position before described and cause the
first named movable ring to climb along towards the no motion" position and
the motor is prevented from stopping or being overpowered or the potential
remains normal as in the case of an electric or other motor being used.
«
When a constant speed is to be given off and the motor shaft speed is variable,
I provide for twisting the rollers by the governor or manually so as to accomplish
the same object in a similar way.
Springs may be fitted in the keyway alongside of the sliding key, the keyway
being made wide enough to admit of this arrangement, or attached in any con-
venient way so that the rollers are maintained in their normal or any required
position with regard to the axial line. Excessive strain will cause the spring to
give and allow that end of the central member to turn a little on the shaft to give
the rollers the necessary twist to alter the velocity ratio of the gear.
The central member forming the journal of the shaft may consist of one or more
parts or sections mounted on the axle; the periphery may be of any desired shape
but the combined treads or the general outline of the figure formed by their
combined treads should be that of a cone the apex of which if carried out would lie
in or near the common apex of the rollers before mentioned.
Either or both of the outer or inner members of the gear may be made adjustable
laterally by dividing them in a plane at right angles to their axis and bolting the
two parts together; drawing together or forcing apart for adjustment, the cones
acting as wedges. Where necessary I provide rows of teeth on the revolving cones,
or rolling cones, or members, engaging with teeth on the central or outer cones, or
rings, or both, these are arranged with the pitch lines on or slightly below the
circumference of the cone or other member to which they are applied; these will
prevent slip and keep the conical rollers in their relative positions.
The first named movable ring or disc or the cones-some or all-may be provided
with teeth either pointed circular, or rectangular; and the parts in rolling contact
therewith may have holes in them to fit and engage with the teeth. Any number
of rows of holes or teeth may be on the cones and where any of the holes in one row
come nearly opposite or on the same longitudinal line as any in the next row they
should be formed into a slot or the dividing wall cut away so that the ring or disc
or other member in contact therewith may pass from row to row towards either
end.
If two such rollers and central and outer members be placed end to end on the
same shaft, they form a duplex gear in which the opposing forces of the two sets
of rollers slanting in opposite direction will keep the shaft and outer cone case in
the same relative position, but in the single form the outer members will have a
tendency to slide towards the smallest diameter of the cone unless prevented.

page_text: in applying tus invention to a carriage
vesse propone
or mechanical or otherwise-carried by the carriage or vessel, I employ the
epicyclic gear centrally situated on the main shaft or two or more as required on
the driving axle or inside the wheels at one or both sides of the axle, the speed
of either wheel is varied as the carriage is required to go in one direction or the
other.
This may be done by altering the position of the movable bearing as described
on the conical extension at either side.
The framework or base should be attached to an axle bridge or undercarriage
which, instead of turning on a single centre perch bolt as is usually done, has two
turning centres, situated near the ends of the axle.
When turning to the right the lever or cord connected with the speed varying
bearing ring of the left hand wheel is pulled which causes the ring to travel
towards the no motion" position, making that wheel go slower, the wheel at the
right end of the axle then goes forward in an arc shaped direction, the left hand
perch bolt resting in the back of its slot the while forming the centre, the right
hand perch bolt travelling in its arc shaped path in the bottom of the carriage.
When turning to the left the reverse of these motions takes place. Both axles
should be similarly mounted and connected by crossed rods at their turning
centres.
A pair of reins or cords running through suitable sheaves on convenient parts
of the car or vessel such as the dash or brackets thereon the ends attached to the
steering or speed varying levers or wound on drums mounted on the speed varying
male and female screws or sliding keys where these are employed will serve to
operate as before described.
In the accompanying drawings.
Figure 1 is an elevation partly sectional illustrating my improved gear.
Figure 2 is an elevation partly sectional shewing a detail.
Figure 3 shews the gear duplicated.
Figure 4 illustrates a further modification.
Figure 5 is a sectional view of the cone A Figure 4.
Figure 6 is an end elevation, and
Figure 7 a side elevation partly sectional shewing the invention applied for
driving a sprocket wheel.
Figure 8 is a view similar to Figure 7 shewing a modification.
Figure 9 illustrates a device applicable for steering motor cars by means of my
improved gearing.
Referring now to Figure 1, S is a shaft driven by power the motion of which is
required to be transmitted to a pulley or wheel R. A A' are coned pulleys fixed to
the shaft S forming the journals. The pulley A runs on three friction wheels one
of which is shewn at T in elevation the third being omitted. It will be observed
that the elevation Figure 1 is not absolutely correct in as much as the upper
pulley T is diametrically opposite the lower pulley (see dotted lines at the bottom
of the figure) this would not be the case if there were three pulleys. In lieu of
three, one two or more than three pulleys might be used. The journal A¹ is
similarly supported on conical rollers T and in order that there may be no sliding
friction between either journal and its supporting rollers, the journals A A' form
part of the same conical surface as likewise do the respective pairs of rollers TT¹.
The apexes of all the cones would meet at the point S which is in the axis of the
shaft S. The rollers T are surrounded by an annulus R which has a conical
internal periphery, said periphery being a portion of a conical surface whose apex
is at the point S. Coaxial with each pair of cones T T" I provide a third cone C
the taper of which points in the opposite direction to that of the cones T T. The
said cone C is however so proportioned that its external slant side is parallel with
the shaft S. Surrounding the cones C and engaging with the parallel slant sides
thereof is a ring B adapted to move axially along the cones and prevented from
rotation. Said ring is secured to a rod 0 which is adapted to slide in a suitable

page_text: groove Y in a fixed part Y¹. Said fixed part may be provided with a projecting
piece Y forming an additional support for the shaft as shewn.
proper
In order to assist the ring R in maintaining the rollers T T in their
position relatively to the journals A A¹, I preferably provide rods T passing
loosely through said rollers the ends of the rods being secured in circular rings FFI.
Ball bearings indicated.at G G¹ of any suitable description are provided between
the rollers and said rings.
In order to provide for tightening the various journals and cones and increasing
the pressure between their bearing surfaces I provide for moving the driven ring R
axially in the direction of the arrow. For this purpose a covering plate N is
secured to said ring and at the centre an adjustable ball bearing is provided for
the end of the shaft S; the portion of the bearing fixed to the plate N consists of
a plug U screwed through the centre of said plate with a lock nút u to keep it in
the adjusted position. It will be obvious that by screwing the plug U through
the plate N the ring R is caused to move in the direction of the arrow, thereby
increasing the pressure between the various conical bearing surfaces.
The axial movement of the ring B is accomplished by means of a lever V
pivoted at V to the part Y2; the other end of said lever V at X engages in a
groove W in a collar secured to a hand wheel P¹ which is screwed upon the rod O.
The lever Vis adapted to be moved by means of a link D or I may provide an
endless band J connected at one part on the lever and passing round pulleys as
shewn, a spring J¹ being attached at one point of the band J which tends to main-
tain said band and consequently the ring B in one position.
their axes
The operation of my improved gearing is as follows: The shaft S
being rotated, the rollers T T¹ will be caused to rotate on
and at the same time to travel in a circular path on the periphery
of said journals A A¹. Now the cone of which the rollers T T form
part will cut the cone C in a circle and the point of said circle which happens
to be in the parallel slant sides of the cone C I call the neutral point for if the
ring B be arranged so as to touch each cone C at this point no motion "will be
transmitted by the shaft S to the wheel R. I call this position of the ring B the
no motion" position. The reason for this will be made clear by the following
considerations: Since there is no slipping between the conical surfaces a point
on the internal surface of the wheel R will travel at the same speed (if the frame
be held still) as the point on the surface of the cone T which is touching the
wheel R at that point and it is clear that if the ring B be placed in such a position
that its point of contact with the cone C is on a conical surface which is the same
as that on which the point of contact between the cone T and R lies, the ring B
and the wheel R must rotate at the same speed the ring B is, however, fixed and
cannot rotate, therefore in this position the ring R also does not rotate.
effect of moving the ring B towards or away from the apex of the cone C will be
to cause the ring R to rotate in one or other direction the direction of rotation of
the shaft S remaining the same. The speed of the rotation of the ring R varies
according to the distance of the ring B from the "no motion" position. The
lever V is employed to alter the position of the ring B when desired and in case
insufficient power be obtained by this device the hand wheel P may be rotated to
draw the rod O and ring B along the groove by means of the screw. Where it is
desired to automatically vary the gear the lever V may be connected to a governor
by the link D.
The
I may provide teeth on the journals A A¹ and rollers T T¹ and wheel R as indi-
cated at K K and L L¹ and I in Figure 1, and I thereby ensure entire absence of
slipping.
In order to obtain a positive engagement between the ring B and cone C I may
provide teeth on said ring as shewn at M Figure 4, said teeth engaging in holes M¹
in the roller C spaced out as indicated on the development of the roller shewn at f.
The rows of holes upon the cone are all of the same pitch but the number of holes
in each row gradually decreases towards the apex of the cone, and in order that

page_text: the ring may be shifted from row to row the holes in two adjacent rows are joined
by slots as shewn at those places where the holes in adjacent rows are opposite.
The change from two holes connected by a slot to two holes not connected is not
abrupt but gradual as shewn, an intermediate shape of the slot being that approach-
ing the shape of the numeral 8; this is to ensure the ring B engaging either one
or the other of the adjacent rows of holes. Figure 4 also illustrates another method
whereby the ring B may be caused to move automatically. This is done by
rotating one of the journals A relatively with regard to the shaft S. For this
purpose the journal A is confined between collars EE on the shaft S and is pre-
vented from rotating by a projection D on a feather key c which projection engages
in a keyway a in the journal. The feather key c is contained in a slot 6 in the
shaft S and has secured to it a collar provided with a groove W₁ as shewn with
which the forked lever can engage. The keyway a in the journal A is cut askew
as shewn in the section of the journal in Figure 5, consequently if the key c is
moved along the slot B the journal A is caused to revolve relatively to the shaft
This rotary
owing to the engagement of the projection d with the skew keyway a.
movement of the journal A carries with it the rollers T displacing each one from
its normal position so that its axis is no longer in the same plane as the axis of
the ring B and the shaft S. The ring B will then move along the cone towards or
away from the "no motion" position depending upon the original position of the
ring.
This arrangement is best adapted for use when the engagement between the
ring Band cone C is purely frictional and it does not work well, when the ring is
provided with teeth as shewn in Figure 4, if it is desired that the ring B shall move
automatically I make the keyway a wider and provide springs on each side of the
projection so that if the strain on the gear becomes excessive the spring will
give and allow the journal A to rotate relatively to the shaft and so automatically
alter the position of the ring B. Or the slot may be made wide and the springs
be located on each side of the key c.
By varying the position of the collars e which hold the journal A in place, said
journal A may be moved towards or away from the journal A' and thereby increase
the pressure between the various conical surfaces. This is however not such a
good method as that hereinabove described with reference to Figure 1 in which
the ring R is moved, since the inclination of the axis of the cone T and roller C
is altered and the slant side of the latter may be moved out of parallelism with the
shaft S; the method is however useful when the ends of the rollers have worn and
it is required to adjust the said rollers so as to maintain the slant sides parallel
with the shaft.
In Figure 2 I illustrate a modification for use when it is desired that the wheel R
shall be secured to a shaft coaxial with the shaft S. In this case the bearing for
the end of the shaft S is formed by a plate U and bolts U1 screwed through the
plate N are provided to press the bearing away from said plate and thereby move
the wheel R in the direction of the arrow relatively to the shaft S.
Z is a shaft secured to the plate N to which the movement of the wheel R is
transmitted.
Another method of accomplishing the same purpose is shewn in Figure 3 in
which the gear is duplicated. The second wheel R¹ being provided to engage with
the rollers T of the second gear, the two wheels R and R are held together by the
bolts U so that by screwing up said bolts the two wheels R R' are brought nearer
together and the pressure on the rollers T and journals A is increased. A packing
ring not shewn in the drawing is provided between the rings R¹ and R.
bolts designed to adjust the distance apart of the journals A A', said journals being
keyed to the shaft.
U³ are
In Figures 6 and 7 I have shewn my invention applied to a sprocket wheel,
teeth being formed on the edge of the ring R, and the plate N is replaced by arms
securing the ring R to a central boss running loose on the shaft S.
In Figure 8 I shew a further modification in which the cone C has its apex

page_text: pointing in the same direction as the conical rollers T, in this case however,, the
inner slant sides of the cones are parallel and the ring B engages on its external
surface with said slant sides. The taper of the cone C must in this modification be
different to that of the bearing cones T as shewn. The second set of bearing
cones are dispensed with in the modification, because the support of the ring B
prevents a second conical journal being secured to the shaft, the ends of the cones C
are however supported in bearings in a frame F, which loosely encircles the
support of the ring B as shewn. This supporting frame corresponds to the frame
or ring F shewn in Figure 1.
I have hereinabove described the shaft S as the driving member, wheel Ras the
driven member and ring B as the non-rotary member, it will however be obvious
that if any one of these members be fixed the revolution of one of the remaining
two will drive the third member, unless the member B is in the neutral or no
motion position, it is however convenient to have the ring B non-rotary since it
is required to be moved axially to vary the ratio of the gear.
It will furthermore be evident that if the non-revolving member be in contact
with one side of the rollers, and the driven and driving members in contact with
the opposite side of the rollers then the speed only can be varied while the driving
member is revolving.
Again if the non revolving member and the driven member are in contact with
one side of the rollers and the driving member in contact with the opposite side
of the rollers, (as for instance in Figures 1 and 3,) then the speed can be varied,
the direction of rotation varied, or the driven member stopped, while the driving
member is running.
Again if the non-revolving member and the driving member are in contact with
one side and the driven member in contact with the opposite side of the rollers then
the speed increases as the "no motion" point is approached (instead of decreasing)
and when the " no motion" point is reached, the driving member will stop unless
it be thrown out of engagement, because at this point the driving member is
trying to revolve the roller but cannot as the nonrevolving member is preventing
this side of the roller from moving.
One or other of the series of cones T, T¹ may in some cases be dispensed with as
in Figure 8, the rollers C being held in position by their supporting frame F' and
the remaining series of cones being maintained in contact with its journals by the
annulus R.
In Figure 9 I shew how my improved gear can be usefully applied to a motor
car for the purpose of steering the same.
The car is a four-wheeled car the hind wheels w¹ 20 of which are driven, each
wheel being connected to the motor shaft or axle S through a variable gear such as
that above described. The under carriage by which the axle is supported is not
however connected to the vehicle by a single perch-bolt as is ordinarily the case,
but by two independent bolts Y3 Y capable of moving in arc shaped slots Y Y
in brackets yy secured to the under part of the vehicle. The front wheels w³, w
are similarly supported but their axle is not positively driven. The supporting
brackets of the axle which correspond to the part Y' in Figure 1 are connected
together by diagonal links pivoted at points located in a vertical line with the
rear of the slots Y Y on the hind wheel supports and in similar positions on the
front wheel supports.
The operation of this arrangement is very simple and is as follows: -the car
being moved in the direction of the arrow, if it is required to turn to the right the
gear between the shaft S and the left wheel is reduced so that said wheel moves
more slowly than the wheel w¹ the gear of which is unaltered, consequently the
wheel w moves forward causing the axle to assume an inclined position as shewn
by the dot and dash lines, the bolt Y3 moving forward in its slot Y; the bolt Y5
remains however at the rear end of its slot Y. The forward movement of the
wheel through the rod causes the wheel wo to move forward, the wheel
remaining in its ordinary position, consequently the front wheels and their axle

page_text: also assume the position shewn in dot and dash lines. As soon as the axles have
taken up their new position the gear of the left hand wheel which was reduced
is caused to take up its initial position, and both wheels w¹ and rotate at the
same speed again. The car will however turn to the right owing to the position
of the axles. To reduce the axles to parallelism again until it is necessary to reverse
the above described operations. A similar reversed series of operations is necessary
if when the axles are parallel the car is desired to turn to the left.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:-
1. In a variable ratio or reversing gearing, a series of epicyclic cones pointing
in the same direction having their axes inclined to a central shaft and one of the
slant sides of each cone being parallel to the shaft, these parallel slant sides
engaging with a ring or with a disc which can be moved axially without dis-
engagement from said cones either automatically or otherwise.
2. For variable ratio or reversing gearing a cone provided with a series of
circles of holes or depressions, the pitch of the holes or depressions being the same
but the number being different in each circle, and holes opposite each other in
adjacent circles being joined, as and for the purpose specified.
3. The device for displacing the axes of the epicyclic cones either automatically
or when desired substantially as described with reference to Figure 4 of the
drawings.
4. Improved variable ratio or reversing gearing constructed and operating sub-
stantially as described with reference to Figure 1, or to Figure 3, or to Figure 4,,
or to Figures 6 and 7, or to Figure 8 of the accompanying drawings.
5. The application of my improved gearing for steering a motor car or the like,
substantially as described with reference to Figure 9 of the drawings.
Bonany how
WALTER WOOLIDGE.
W. P. Thompson & Co.,
322, High Holborn, London, W.C.