Apparatus for Transmitting Motion with Variable Speed and for Reversing the Motion applicable to Motor-cars and to other Purposes.
Year: 1896

page_text: Date of Application, 30th Nov., 1896
Complete Specification Left, 26th Aug., 1897-Accepted, 6th Nov., 1897
PROVISIONAL SPECIFICATION.
Apparatus for Transmitting Motion with Variable Speed and for
Reversing the Motion applicable to Motor-cars and to other
Purposes.
I, CHARLES EDOUARD LUFBERY, of Channy (Aisne) France, Chemical Manu-
facturer, do hereby declare the nature of this invention to be as follows;-
This invention relates to apparatus for transmitting motion with variable speed
and for reversing the motion for motor-cars and other purposes, such apparatus
being specially designed for working without noise, and being capable of driving
motor-cars at a number of different speeds, such for example as at 6, 9, 12, 18
and 24 kilo metres per hour for the forward motion, and 6, 9 and 12 kilometres
for the backward motion. The apparatus consists essentially of a stepped pulley
containing within it the devices for varying the speed and for reversing such
devices and the mechanism in connection therewith being as follows:-
The motor engine, which may be of any suitable known kind capable of running
at a high speed, such as 700 revolutions a minute, drives a shaft carrying a stepped
pulley the motion of which is imparted to the before mentioned stepped pulley
for varying the speed, by means of a belt, which according to the speed required,
is shifted by means of a forked lever from one step to another of the pullies, to
allow of which the belt fits loose over the pullies and is kept taut by means of a
weighted roller pressing upon it, which roller is raised by suitable means when
it is desired to shift the belt. The stepped pulley with the variable speed gear is
mounted loose on an intermediate shaft that is connected by pitch wheels and
chain gear or by other suitable transmitting device, to the road wheels of the
motor-car, and that receives a variable or reversed rotary motion from the stepped
pulley.
For this purpose there is mounted upon this shaft a tubular sleeve extending
partly into the hollow stepped pulley and arranged with groove and feather so as
to revolve with but to be capable of sliding longitudinally upon the shaft. This
tubular sleeve carries within the stepped pulley two opposite radial arms, each of
which carries at its ends a short axis with two toothed pinions of different diameters.
The larger pinions can, by sliding the sleeve in one direction or the other, be made
to gear either with an internal toothed ring of large diameter fixed in the stepped
pulley and surrounding the said large pinions, or with an external toothed ring
of small diameter also fixed in the stepped pulley, with which the pinions gear on
their inner sides.
The smaller pinions on the other hand are permanently in gear with a toothed
ring on a drum that is mounted on the sleeve so as to travel with it but to turn
loose thereon while at the same time it can be prevented from rotating by a brake
strap surrounding it. Thus it will be seen that if the sleeve is moved so as to
bring the larger pinions in gear with the internally toothed ring, while at the
same time the drum is held stationary by the brake, the toothed ring, in imparting
the rotary motion of the stepped pulley to the larger pinions, will cause the

page_text: smaller pinions to roll round the toothed ring of the stationary drum, and the
sleeve which carries these pinions will consequently rotate and carry the shaft
round with it at half the speed of the steeped pulley, which with this ratio of
transmission, can impart as many different speeds to the shaft as it has steps.
If, on the other hand, the sleeve be shifted so as to bring the larger pinions
simultaneously in gear with the internal toothed ring and with the
small external toothed ring of the stepped pulley, this will have the
effect of locking the pinions, and consequently the sleeve and shaft,
together with the stepped pulley, and the drum being in this case released
by the brake, the stepped pulley will in this case carry round the shaft at its own
speed, which may again be varied correspondingly to the number of its steps.
Again, if the sleeve be shifted so as to bring the larger pinions in gear with the
small external toothed ring alone and the drum be again held by the brake, the
shaft will be rotated under the same conditions as in the first case, but in
the contrary direction, so that it will drive the motor vehicle backwards.
Lastly, by shifting the sleeve so that the larger pinions are out of gear with
both the internal and the external toothed rings, the stepped pulley will run idle
on the shaft, and the motor car will come to a standstill.
The above described several shifting movements of the sleeve as also the
applying and releasing the brake of the drum are all effected by the conductor
by means of one and the same hand gear arranged as follows.
A vertical tube suitably carried by the framing, passes through the conductors
seat, and is so mounted that it can be rotated in its supports.
The lower end of this tube carries a pitch wheel round which passes a pitch
chain leading to a second pitch wheel mounted on a right and left handed screw
spindle which if turned in one direction tightens the beforementioned brake strap
on the drum and if turned in the other direction, loosens it, so that by turning
the said tube in one direction or the other, it effects the before described holding
or releasing of the drum.
Within the vertical tube is a rod which can slide up and down therein, and the
upper part of which is of a square section fitting a square hollow in the tube, so
that by turning the rod, which has a handle for the purpose, the tube is turned as
above described. The lower part of the rod is connected to the upper part by a
swivel joint, so that it is not rotated by the turning of the upper part. It extends
down below the tube and has its end connected by a lever and connecting rod to
a forked lever pivotted to a loose ring in a neck on the before described sleeve, so
that by raising or lowering the rod in the tube by means of the handle the sleeve
is moved into any one of the four different positions above described for driving
at different speeds, stopping, and reversing.
The rod has four notches at the required distances apart with one or other of
which a spring catch on the tube engages, so as to secure the sleeve in the position
into which it has been moved.
The weighted roller that tightened the belt of the stepped pullies as above
described is raised by the conductor by any suitable arrangement of pedal gear
when it is desired to shift the belt on the pullies, this being effected in the ordinary
manner by a fork and hand lever or screw gear.
The whole of the above described mechanism is enclosed so as to be kept free
from dust, and the interior of the stepped pulley is charged with grease or oil for
effectually lubricating the mechanism.
Although I have described the apparatus as applied to a motor car, it will be
obvious that it is equally applicable in all cases where it is desired to transmit
variable or reversed motion from a motor engine running continuously at a
uniform motion to machinery of any kind.
Dated this 30th day of November 1896.
ABEL & IMRAY,
Agents for the Applicant.

page_text: COMPLETE SPECIFICATION.
Apparatus for Transmitting Motion with Variable Speed and for
Reversing the Motion Applicable to Iotor-cars and to other
purposes.
I, CHARLES EDOUARD LUFBERY, of Channy (Aisne) France, Chemical Manu-
facturer, 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 an apparatus for transmitting motion with variable
speed and for reversing the motion, such as is represented in the annexed drawings
in which, Fig. 1 is a longitudinal section, Fig. 2 is a section on line 2-2 of Fig. 1,
Fig. 3 is a section on line 3-3 of the band brake of the drum H, Fig. 4 is a separate
side view, of the portion B which is placed in the interior of the pulley.
The apparatus herein described is specially designed to work without noise.
It is arranged to drive motor carriages at 5 different speeds, variable within the
proportion of 1 to 4, that is to say, if the first speed is 6 kilometres per hour, for
example, a speed of 6, 9, 12, 18 and 24 kilometres per hour can be realised for the
forward movement, and 6, 9 and 12 kilometres per hour for the backward
movement.
The apparatus consists of a three
ep pulley, containing within it the gear for
changing the speed and the direc. n, of which the detailed description is given
below.
It is constructed to be mounted on the intermediate shaft which carries the
differential movement and the sprocket wheels of the driving chains.
Fig. 5 is an elevation and Fig. 6 a plan of a carriage provided with this system.
The motion is transmitted by the stepped pulley M keyed on to the shaft of the
motor, to the stepped pulley P through an endless belt C¹.
A pressure roller T raised and lowered by
belt on whichever step it is running.
a
pedal effects the tightening of the
The proportion between the diameters of the pullies M and P and that between
the sprocket wheels of the chain gearing b and B are such that if the motor is
regulated to make 700 revolutions a speed of 12, 18 or 24 kilometres per hour will
be realised, according to the step on which the driving belt travels.
The transference of the driving belt is effected by means of a fork actuated from
the seat of the driver.
The mechanism contained in the interior of the pulley P and worked by a
lever L serves:-
Firstly, to reduce the number of revolutions of the shaft A to half the number
of revolutions of the pulley P, in consequence of which reduction of the speed of
the shaft A the carriage will travel at 6, 9 or 12 kilometres per hour, according
to the step on which the driving belt travels.
Secondly, to reverse the direction of rotation of the shaft A whilst reducing its
speed to one half of that of the pulley 1', that is to say, the shaft A will revolve
in the interior of the pulley P in the direction opposite to that of the latter's
motion. This last alteration is also effected by the lever L; it allows the carriage
to travel backwards at a speed of 6, 9 or 12 kilometres per hour, according to the
step on which the driving belt travels; this belt will keep a considerable speed
of travel in the same direction in spite of the reductions of speed and the reversal
of direction of the rotation of the shaft A.
It will be understood that the above named speeds are not absolute but only
relative, since they can be all increased or diminished while kept in the same

page_text: ratio to each other by changing the diameter of the sprocket wheels of the chain
gearing.
The mechanism contained within the pulley P which renders possible the results
mentioned in the first of the above paragraphs is shewn in longitudinal section in
Fig. 1 and in transverse section in Fig. 2.
It consists of a three step pulley P of cast iron or aluminium mounted loose on
the hollow axis A which is traversed by the differential shaft O, the pulley is
kept in position laterally by the locking rings r fixed on the hollow axis and Y Y
screwed one against the other. In the interior of the pulley and securely fixed
thereto by the bolts V V and W W, are two concentric toothed rings made of
phosphor-bronze; the one, E formed as a boss on the shaft is toothed on the
exter or of its circumference, while the other F peripherily placed is toothed on
the interior of its circumference. The teeth are thus turned towards each other
but the two wheels are separated from each other in the direction of the length of
the shaft as is shewn in the drawing.
Two opposite radial arms B, seen in front view in Fig. 4 are fixed on a sleeve
mounted on the shaft A with key and feather which allows of longitudinal dis-
placement; each arm is terminated by an eye a in which an axis C turns having
at one end a pinion D and at the other a pinion D¹.
The axes and their pinions are of steel cut from one block.
The hub of the double arm B is extended on one side to form a sleeve which
carries a cylindrical drum H terminated on the side of the pulley by a toothed
wheel G.
The pinions D can engage either externally or internally with one or other of
the toothed rings E or F, fixed within the pulley P.
On the other hand the pinions D are permanently engaged with the toothed
wheel G forming part of the drum H, which can be displaced while working by a
lever acting on the studs 6.
These studs are in one piece with a ring d held between two rings ee¹ with
rings of balls interposed.
The drum H can turn freely on the sleeve extension of the arms B. but is held
thereon by the locking rings n n so that the drum H and the arms B always travel
together in the direction of the length of the shaft.
The drum H carries at the end opposite the wheel G a friction cone J made of
bronze covered with leather. This cone engages a hollow cone of cast iron mounted
on the casing of the differential coupling and fixed on the hollow shaft.
The arms B, the sleeve extension of which carries the drum. H, is constantly
pushed towards the cast iron cone I by a spiral spring Q encircling the shaft A
which spring bears at one end on the locking ring and at the other end on a steel
socket connected with the shaft by the key e but capable of travelling longi-
tudinally thereon by sliding through the bronze centre pinion F.
This spring exerts a constant pressure against the arms B the sleeve extension
of which carries along the drum H and the cone J, and causes the cone J to engage
with the cone I so that the drum H is thus virtually attached to the shaft A.
Around the drum H is fitted a brake, shewn in section at Fig. 3.
The brake consists of two half collars K hinged together at f and having at g
a female screw to engage with a right and left handed screw h.
The collar K is lined internally with segments of wood k.
By turning the screw h in one direction or the other the brake can be applied or
released as may he required.
A tubular caoutchouc spring i surrounds the two screws and forces the brake to
open when the screw is not closed.
The working of this arrangement will he easily understood: it varies according
to the position occupied by the pinions D which can be moved in the direction of
the length of the shaft and retained in the desired position by a lever working on
the pins of the collar d. The arrangement of this lever is shown in detail in
Fig. 7,

page_text: Assuming the pinions D to be engaged with the ring F, the friction cones J
and I to be separated by only a few millimetres and the brake K to be closed for
preventing the drum H from rotating, the rotation of the pulley P will then rotate
the pinions D through the wheel F, since the pinions D' cannot turn the wheel G
which is kept immoveable by the brake, they roll on this wheel and the arms B
will be rotated; the latter rotate in their turn the hollow shaft A on which they
are keyed in this case the number of turns of the shaft A is equal to half the
number of turns of the pulley P producing the low speeds 6, 9 or 12 kilometres
per hour.
If it be desired to increase the speed of the shaft A, the brake K is loosened and
the drum H, becoming free to move, is shifted together with the sleeve extension
of B, in consequence of the pressure exerted by the spring Q. This shifting, which
can be aided by pressure applied to the pins 61 of the collar, causes the friction
cones to engage and to gradually render the drum H completely attached to the
shaft A; thus the drum turns the shaft.
All internal rotation having become impossible the pulley P rotates the shaft
as if it were keyed to it, but as the drum H then turns with the shaft it is possible
by closing the brake to stop the shaft.
This position of the pinions D and the drum H corresponds with speeds of 12, 18
and 24 kilometres per hour and it is this position which is shewn in the drawing.
It will be seen that in putting the cones J and I in contact, the pinions D which
are still engaged with the ring F, are slightly displaced towards the right and
the teeth no longer exactly face each other; this is however of no importance since
in this position, when the cones J or I are in contact, the pinions D D do not
revolve with the ring but merely serve to lock the pulley P to the shaft.
If the drum H be slid in the direction the reverse of that just considered, the
pinions I will no longer engage with the wheel but will only be geared with the
wheel E; the brake being applied the rotation of the shaft A will be effected in
the reverse direction, and its speed of rotation will be equal to one half of the
speed of rotation of the pulley P, giving the speeds 6, 9 or 12 kilometres per hour.
Finally, a complete disengagement is obtained by keeping the pinions D, D in
a position intermediate between the toothed wheels E and F, the pulley 1' then
turning loose upon the shaft A.
The two sliding movements of the brake drum H, and the tightening and
loosening of the brake are controlled by a single mechanism represented in plan
in Fig. 8; Fig. 9 is an elevation, and Fig. 10 is a side view.
A handle S at the right hand of the driver enables him to drive the carriage
forwards at low or high speed, to stop it and to drive it backwards. These opera-
tions can be effected during the progress of the carriage.
The controlling apparatus consists of a vertical tube R, supported at the bottom
by a bush G'; the upper part of this tube passes through the seat for the driver
and stops at the level of the cushion within reach of the right hand; at its lower
extremity the tube has a pitch wheel g keyed on to it. This pitch wheel is pro
vided with a chain which is united by means of a cable and tightening device fl
to a second chain passing round an identical pitch wheel keyed on to the end of
the screw which closes the brake. The cable is guided by the guide pulleys n¹n¹.
Through the tube passes a rod F of rectangular section and surmounted by a
handle S; this rod can be raised and lowered in the tube and has indents by which
it can be kept at a predetermined height; at its lower end it is provided with a
swivel joint z which connects it through the intermediary levers and links .r¹ and
the rod F¹ with the lever L Figs. 8 and 10.
The swivel z is connected with the rod F1 in such a way that the two rods F¹
and F move up and down together but can turn independently of each other.
A disc K¹ fixed in the tube is provided with a rectangular slot in which the
rod F fits,

page_text: By rotating the handle S in one direction or the other the tube R and the chain
which opens or closes the brake are turned.
By raising or lowering the handle S the rod F is placed at a height determined
by one of the four indents in it; the rod F connected thereto actuates the lever L
which effects the displacement of the drum H and causes it to take up four different
positions, that corresponding with the first indent being for the high speeds 12, 18
and 24 kilometres per hour.
The drawing shews the apparatus arranged for travelling at high speed; the
whole system turns together, the brake K being released. When the brake is
closed the shaft A and the carriage are stopped, but the disengaged motor continues
in action.
When the second indent is used, corresponding with the low speed of 6, 9 and 12
kilometres per hour, the pulley P turns twice as quickly as the shaft A and the
brake K must be applied otherwise the wheel G with which the pinions D1 engage
vill turn in the direction the opposite to that of the pulley P and the shaft A will
remain at rest.
The use of the third indent produces complete disengagement, the pulley P
turns loose on the shaft, for in this position of the drum H the pinions D are
engaged neither with the wheel F nor with the wheel E.
The use of the fourth indent produces backward movement; the pinions D
engage with the wheel E, the brake K being closed, the rotation of the pinions 1)
occurs in the opposite direction and the shaft A turns contrariwise to the pulley P,
affording the carriage a backward speed of 6, 9 or 12 kilometres per hour according
to the step of the pulley on which the driving belt is made to travel.
The apparatus just described effects transmission of motion by toothed gear and
belts; it presents no new principle but a rational combination of these two modes
of transmission which complement each other and avoid the inconveniences
attending the exclusive use of toothed gear or belts.
These inconveniences are, for toothed gear, wear and noise, for belts, encumbrance
by large pulleys, slipping of the belts and the impossibility of obtaining backward
movement with a single belt.
The apparatus possesses the following advantages:-
1. The mechanism is practically hermetically enclosed and protected from dust,
it does not wear and lubrication of all the parts is insured in a perfect manner.
It suffices to put several pounds of appropriate lubricant into the apparatus
once for all when it is put together to avoid subsequent anxiety concerning
lubrication.
2. The mechanical efficiency of an apparatus comprising cog-wheels whose teeth
keep in good condition and where moving parts are constantly bathed in oil is
much improved.
3. The starting and alterations of speed are effected with certainty and without
difficulty, and are quite gradual because of the slip of the belt and the gradual
tightening of the brake which is always a little oily.
4. The movement at the low speed is nearly silent, and at the high speeds
completely so, for the cogs no longer work and the motor is, so to say, directly
geared to the shaft by intermediary of a belt alone.
5. The weight and dimensions of the apparatus are much reduced.
Thus for the transmission of 3 horse power the apparatus weighs from 35 to
50 kilos according to the speed of the motor employed.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:
1. An apparatus for transmitting motion consisting of a stepped pulley con-
taining in its interior a system of mechanism for varying the speed and reversing
the direction of the motion and provided with a fork for shifting the driving belt
on the pulley the said fork being actuated by the driver of the motor,

page_text: 2. In an apparatus such as is referred to in the first Claim the combination
with a stepped pulley mounted loose on the shaft, of two toothed wheels fixed to
the interior of the pulley and adapted to engage with double pinions mounted
on two opposite radial arms capable of longitudinal displacement on the said
shaft so as to permit of their engagement with one or other of the said wheels
at the will of the driver, for the purpose of producing either a forward or backward
movement.
3. In apparatus such as is referred to in the first and second Claims, a drum one
of the ends of which carries a toothed wheel which engages with corresponding
toothed wheels of the double pinions, the said drum being surrounded by a strap
brake by which the drum may be held stationary and provided with one part of a
friction clutch which engages with the other part mounted on the casing of the
differential clutch of the pulley shaft, substantially as described.
4. In combination with an apparatus referred to in the third Claim, a spring
tending constantly to maintain the engagement of the parts of the friction clutch
substantially as described.
5. In combination with an apparatus such as is referred to in Claims 1 to 4, a
mechanism under the control of the driver for displacing the drum and the arms
carrying the double pinions so as to cause these pinions to engage with the one or
the other of the toothed wheels on the interior of the stepped pulley, or to main-
tain the said pinions in a position intermediate between the said toothed wheels so
that the pulley may turn loose on the shaft; the said mechanism being manipulated
by a handle at the end of a rod which can be displaced vertically within a rotatable
tubular rod and determines by its position the different speeds, the stopping and
the backward movement of the apparatus, substantially as described.
6. In combination with a mechanism such as is referred to in the 5th Claim a
pite wheel mounted on the tubular rod so that by the rotation. of the rod the
pitch wheel may effect the opening or closing of the band brake on the before-
mentioned drum on the pulley shaft by means of a chain rotating a similar pitch
wheel fixed to a right and left handed screw which engages with two female
screws fixed on the extremities of the band brake, substantially as described.
7. Apparatus for transmitting motion with variable speed and with reversal
of motion, combined and operating as herein described with reference to
accompanying drawings.
Dated thi 26th day of August 1897.
ABEL & IMRAY,
Agents for the Applicant.