Variable Speed Gearing.
Year: 1893

page_text: Date of Application, 11th Jan., 1893
Complete Specification Left, 11th Oct., 1893-Accepted, 30th Dec., 1893
PROVISIONAL SPECIFICATION.
Variable Speed Gearing.
I WILLIAM WORBY BEAUMONT of 100 Palace Road Tulse Hill London S.W.
Civil Engineer do hereby declare the nature of this invention to be as follows:
.
My invention consists in the combination on or with a driving shaft spindle or
mechanism of two or more clutches the driving parts of which carry form or are
fitted with pulleys chain gear wheels or cog-wheels or pinions which are connected
by belt chain or gearing with the wheels pulleys or pinions on a driven shaft or
mechanism the combination being so made that the speed proper to the ratio of the
gearing of and connected with any one of the clutches may be selectively employed
as required for imparting variable speeds. The clutches may be of any of the
suitable now known forms or may be operated by liquid, gas or fluid pressure.
Dated this 11th day of January 1893.
W. WORBY BEAUMONT.
COMPLETE SPECIFICATION.
Variable Speed Gearing.
I, WILLIAM WORBY BEAUMONT of 100 Palace Road, Tulse Hill, in the
County of London, Civil 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:-
My invention consists in the combination on or with a driving shaft, spindle, or
mechanism, of two or more clutches, the driving parts of which carry, form or are
fitted with pulleys, cog wheels or chain-gear which are connected directly or by
gearing with the wheels, pinions or pulleys on a driven shaft or mechanism, the
combination being so made that the speed proper to the ratio of the gearing of or
connected with either of the clutches may be employed as required for imparting
variable speeds. The clutches or parts of them may be of any of the suitable
known forms or similar to some of those described by me in the Specification of the
Patent granted to me in 1892 and numbered 6246 or they may be of such forms as
can be operated by air or liquid under pressure.
My invention is illustrated in its various forms and details by the drawings
hereunto attached. In all these drawings the parts of the several modifications
and details are as far as possible indicated by similar letters of reference.
Figs. 1 and 2 are sectional and side views of one form of the combined clutch
gear in which the driving and the driven shafts have coincident axes.
In this form of my invention the shaft A which in this case an axle carrying a
locomotive or tramway wheel, is fitted with a disc B in which is an annular groove
or chamber fitted with an annular piston C. This piston is under control by air,
oil, water or other fluid admitted to the annular chamber through a pipe and
passage D D, the admission from the source of supply D' being through a stuffing
box, gland or joint in which the pipe partly shown at D' rotates.
This stuffing box or joint is not shown in the drawings as it may be of well
known form.
On the axle A is the hollow shaft A2 which in this case is the driving shaft &
may for instance be the hollow shaft of an electric motor. On this shaft A* is
fixed an excentric E. Upon this excentric is an externally toothed ring F the
excentric E runs freely within the ring F and the latter gears into an internally

page_text: toothed ring G which is extended in the form of a cylinder and encircles the
disc B to which it is fixed. The ring F, by an extension at H is provided with
frictional gripping or conical annular clutch ring surfaces which take or fit into
similar friction clutch surfaces in the friction ring J which is freely mounted on
the excentric E. On the exterior of the ring G is a grooved ring K fitted with a
clutch brake ring L. Projecting from the ring K at M, M are two pieces which
fit into slots in the disc plate N which is partly broken away in Fig. 2 so as to
show the teeth of the gear rings F & G. The disc N is capable of transverse
movement upon and in the direction of a line joining the projections M_M.
At OO in the disc N are other slots within which projecting pieces P P attached
to or forming part of the gear ring F may take a direction of movement transverse
to the direction M M of the disc N.
By these means the rotation of the excentric E will when the clutch ring K is
held by the clutch ring L receive a gyratory movement and this will cause the
ring F to impart to the ring G a rotative movement at a speed depending upon the
relation between the diameters of the pitch lines of the two toothed rings F and G
and thus the axle A will be driven at a speed which may be for instance th of
that of the driving shaft, or as shown in Figs. 1 & 2, the ratio may be about
1 to 12.
The clutch ring L is operated through the rods R, R¹ by means of fluid pressure
apparatus such as is shown at Fig. 5. In Fig. 5 a casting A is fixed to part of
the framing T of the electric locomotive or car and it provides a lug for the pin E
of the rods R and at the same time forms a cylinder casting B in which is a piston C
carrying by a joint F the end of the rod R¹
When it is desired to bring the clutch ring L into action so that the locomotive
is moved at the low speed, the compressed air or fluid under pressure is admitted
by the pipe D, Fig. 5 and this pushes the piston C & thereby the rod R', thus
tightening the clutch ring L of the clutch formed by the parts comprising those of
Fig. 5 and those marked K, L, M, N of Figs. 1 & 2.
When it is desired to cause the axle A to be driven at the higher speed equal to
that of the shaft A2, the clutch ring L is released by allowing the partial escape of
the compressed air or fluid from the cylinder B when the ring L springs open
sufficiently to be free. At the same time the air or fluid under pressure is admitted
into the annular chamber of the disc B, thus forcing the annular piston C hard
against the clutch ring J. This in turn forces the part H of the ring F against
the inside of the ring & & thus the parts F, G, H, J are frictionally held together
as though of one piece and correspondingly all the parts except the clutch ring L
are now carried round with and at the speed of the hollow shaft A. At the
bottom of the annular chamber in the disc B are projections S, one or more which
take into or come in contact with ribs cast in between the wing parts of the
piston C & thus cause the piston C to be carried round with the disc B.
In some cases R & R¹ of the clutch L, K, M, N may be operated by a hand
lever having the pin E as a fulcrum and pivoted at its short end to the lever K¹
so as to give it the necessary movement as described.
When oil or other liquid is used for transmitting the necessary pressure to the
piston C of Fig. 1 an apparatus such as that shown in Fig. 6 may be employed.
A cylinder A placed in a convenient place upon the locomotive is fitted with a
piston B connected with a plunger C working in the smaller part of the cylinder D,
both piston & plunger being provided with suitable packing rings. On the top
of the cylinder is a two way cock E through which compressed air entering
at F is admitted to the cylinder A on the top of the piston B. Oil fills the
space D & the pipes connecting it with the piston C in Fig. 1 including those
shown at G Fig. 6 & D, D' Fig. 1. When air under pressure is admitted to the
top of the piston B, Fig. 6, the oil before mentioned is compressed and the
annular piston C of Fig. 1 is forced against the ring J.
When the air under pressure is shut off by the two way cock E, the air from the
space above the piston B escapes into the atmosphere through the hole H in the

page_text: shell of the cock, so that only atmospheric pressure remains above the piston B.
For the purpose of causing the piston B, Fig. 6 to rise when the air above it is
allowed to escape, air is admitted into the space J by the cock K, and once the
space J is so filled with air under a sufficient pressure and the cock K closed the
air so imprisoned will act as a spring or cushion and raise the piston B each time
the air is allowed to escape from above the piston B as described.
In this way, it
will only be necessary to renew the air in the space J when the pressure falls by
leakage, but a permanent connection between the cock K and the source of
compressed air may be made.
The raising of the piston B and with it the plunger C by the means described
will not only relieve piston C of Fig. 1 of the pressure against it but will cause
that piston to retreat into the annular groove in which it works sufficiently to
relieve the ring J, Fig. 1 from any contact with it. Oil may be supplied to the
space D and connections there with through the pipe L, Fig. 6, the cock M being
opened for the purpose. At N, Fig. 6, a cock may be placed for the emission of
oil if necessary to reduce the quantity present in the space D and the parts con-
nected therewith. When air under pressure is not available for working the
pressure apparatus described with reference to Fig. 6, a projection from the top of
the piston B may be made to extend through the cover O, as shown at P, Fig. 7
lever Q pivoted at R may be employed for operating the piston and plunger.
For this purpose a spring or weight may be connected to the lever Q through a
hole as at S Fig. 7, or by other suitable means & when pressure in the space Dis
not required the lever may be lifted and allowed to rest on a support provided for
and
the purpose.
In Figs. 3 and 4 in the drawings hereunto attached are shown a form of apparatus
according to my invention in which the driving and driven shafts have not
coincident axes, but are connected by gearing. Fig. 3 shows parts of the two
clutches in section and Fig. 4 is a side view. At B is a disc magnet energised by
an electric current passed by the wires +1, through the coil C by means of
collector rings D on the disc B but insulated therefrom and from each other and
through the medium of the brushes or contact pieces D' as described in the
Specification No. 6246 of 1892 already referred to. At E is an excentric fixed to
the shaft A namely the driving shaft upon which may be fixed the electric motor.
On the excentric E is an externally toothed gear wheel F within which the
excentric revolves and which gears into the internally toothed ring G, the ring G
is attached to the disc G¹ with which is formed or to which may be attached the
pinion W which gears into the wheel W2 fixed on the driven shaft A.
The action of the clutch parts of which K L N are shown in Fig. 4 is similar
to that already described with reference to Figs. 1 and 2. When it is desired to
cause the axle A to be driven at the slow speed due to the proportions of the
gearing E, F, W, W, the clutch ring L is caused to grip the ring K. As
shown in the drawings the epicycloidal gear in the wheels F and G Figs. 3 and 4,
will drive the pinion W at about 3th of the speed of the motor shaft A³ upon
which the pinion W rotates. The wheel W is as shown in the drawings about
4 times the size of the pinion W and hence when the epicycloidal gear is in
operation as described the axle A will be driven at about th of the speed of the
motor shaft A³, but these relations as to speed may be varied by giving suitable
proportions to the several parts of the gearing. When it is desired to drive the
axle A at the speed due to the relation between the size of the pinion W and
wheel W, the clutch ring L is released from its grip on the ring K and an electric
current is passed through the coil C thus energising the disc magnet B causing it
to attract to it the disc armature H which is fixed upon a projecting part of the
pinion W as shown in W Fig. 3. By this means the whole of the parts shown on
the motor shaft A' with the exception of the clutch ring L are carried round with
that shaft by the disc magnet B and hence during the running at maximum speed
of the locomotive or tramcar or other vehicle operated through the medium of this
gearing, the whole of the working parts of the gearing remain inoperative to the

page_text: extent that they rotate with the shaft upon which they are carried their wearing
surfaces have therefore no relative velocities and there are no idle running parts.
Between the disc magnet B and the disc armature or keeper H, may be inserted
the annularly dished plate U which may be of magnetic material. This is inserted
with the object of permitting the ready release of the disc armature H when the
current is cut out of the coil C and the magnet B demagnetised except in so far
as it is affected by reminent magnetism. The plate U may also serve as a wearing
piece. For operating the clutch in Figs. 3 and 4 of which L is the clutch ring a
long pull ironclad, ironcored cylindrical magnet, may be employed such as that
illustrated by the drawing Fig. 8.
In this B is the cylindrical casting, enclosing the coil of the electro-magnet, the
poles of which are covered by the armature or keeper H. Centrally fixed within
the cylinder B is a tubular piece projecting through the centre of the keeper H as
shown by the part marked R¹. The end of this piece R¹ abuts against one ear of
the clutch ring L as shown by dotted lines at Fig. 4. The keeper H Fig. 8 or
armature is connected to the internal rod R by a key which is tight in the rod R.
In the tubular piece R¹ is a slot S so that the key K with the parts H and R may
move from or towards the magnet B, the boss of H sliding freely upon the piece R¹.
When it is desired to use the low speed gearing current is passed into the coil of
the magnet B by means of the wires as indicated +1 Fig. 8 by methods well
known to all who use such apparatus. By doing this the electro-magnet is
energised, the armature H is pulled into the position shown or thereabout and
thereby the rod R, Figs. 8 and is pulled and the clutch ring L tightened upon
the clutch ring K.
In Figs. 9, 10, 11, & 12 are shown modifications of the gearing so far as relates
to the parts which permit the gyratory movement of the externally geared ring F.
In place of the cover piece N with the four slots and guide pieces as shown
in Figs. 1, 2, 3, 4, one guide M is pivoted in the ring K and as shown in Figs. 9
and 10 a ring N is fastened to a projecting cylindrical part of the geared ring F
and is provided with a projecting arm N¹. The arın N' is free to slide in the
piece M and by this means the gear ring receives a gyratory motion modified by its
being radial from the pivot M. A similar arrangement is shown in Figs. 11 and 12
as corresponding with Figs. 3 and 4. In Figs. 11 and 12 the guide and cover
plate N of Figs. 3 and 4 is replaced by a horn plate or piece N, by means of which
the gear ring F is free to take a gyratory motion controlled by the horned or forked
piece N with M as a pivot upon which it slides, in the same way as the arm N¹ in
Figs. 9 and 10 slides within the pivoted piece M. In Figs. 11 and 12, the ring F,
the pivot M and fork N are kept in their place by a cover Y, attached to the
excentric-E and the ring K is kept in its place by a cover plate and ring Y¹.
Instead of the annular piston shown in Figs. 1 and 9, I may employ two or more
circular pistons of annular form working within two or more small cylinders formed
within a casting which shall be of the character or take the place of the disc B
shown in the drawings Figs. 1 and 9.
In the arrangements of gearing shown in the drawings, the applications in view
have been, mainly for such vehicles as tramcars, and electric locomotives, but by
slight modifications which now that my invention is particularly described and
ascertained will be obvious to any mechanist accustomed to such apparatus my
invention will be also applicable for such small or light vehicles as electrically or
mechanically driven road carriages, bicycles, quadricycles and others of this class.
In place of the rubbing surfaces shown in the various parts of the gearing as for
instance between the excentric E and the ring F, between the ring G and the
ring K, roller bearings or ball bearings may be arranged and in place of the
pieces M M P P Figs. 1, 2, 3, 4 rollers on pins may be substituted.
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 I do not
claim the use of the electro-magnets which with their armatures are known as

page_text: magnetic clutches, couplings or brakes, and acting as such, nor do I claim the
epicycloidal gear herein described but what I do claim is :-
1. The combination on or with a driving shaft, spindle or mechanism of two
clutches, the driving parts of which carry, form or are fitted with pulleys, cog
wheels or chain gear which are connected by belt, chain or gearing with the
wheels, pinions or pulleys on a driven shaft, the combination being so made that
the speed proper to the ratio of the gearing of and connected with either of the
clutches may be selectively employed for imparting variable speeds substantially as
herein described.
2. In variable speed gear consisting of the combination of two clutches on or
with a driving shaft said clutches carrying and being connected by gearing 80
that they give selectively to a driven shaft one or other of two different speeds,
a clutch, having friction clutch surfaces put into action by an annular piston
operated by air fluid or liquid under pressure substantially as herein described
and shown.
3. In variable speed gear consisting of the combination of two clutches on or
with a driving shaft, said clutches carrying and being connected by gearing so
that they give selectively to a driven shaft one or other of two different speeds,
a clutch, containing epicycloidal gear worked by an excentric and carrying on
the clutch ring which may be allowed to rotate or may be clutched or fixed by
a corresponding friction clutch band, a pivot or projections which determine the
action of the epicycloidal gear by which the said clutch transmits motion to the
driven shaft substantially as herein described and shown.
4. In variable speed gear consisting of the combination of two clutches and
other parts as herein described wherein one of the said clutches is operated by
air or liquid under pressure, the apparatus for controlling supply of air or liquid
to such clutch and containing a piston and plunger with air cushion space under
said piston and round said plunger for the purpose and substantially as herein
described and shown.
Dated this 11th day of October 1893.
W. WORBY BEAUMONT.