Improvements in or appertaining to Shaft Couplings.
Year: 1891

page_text: Date of Application, 31st Mar., 1891
Complete Specification Left, 30th Dec., 1891-Accepted, 30th Jan., 1892
PROVISIONAL SPECIFICATION.
Improvements in or appertaining to Shaft Couplings.
Communication from abroad by Mrs. MARIE GAWRON, of Stettin, in the Empire
of Germany.
I WILLIAM PHILLIPS THOMPSON F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors 6 Lord Street Liverpool and 6 Bank Street Manchester
both in the County of Lancaster, and 323 High Holborn in the County of
Middlesex Civil Engineer do hereby declare the nature of this invention to be as
follows:-
In all hitherto known clutches or couplings capable of being connected and
disconnected whilst in motion, frictional resistance has been universally employed
as elastic medium and driving force. The effective working of this coupling is
however dependent on the proper handling, on good lubrication, on effects of
temperature, on the wearing away of the friction surfaces, on the exact fitting of
the shafts, etcetera.
In the herein described spring coupling forming the object of this invention,
these disadvantages are removed by using spring power either direct or by means
of a suitable transmitting device, as elastic medium and driving force.
Figures 1, 2 and 3 represent such a spring coupling which serves to connect two
shafts, a is the driving and the driven shaft. The part c of the clutch or coupling
is firmly connected with the axle a (Figures 1 and 2). Around the nave of part c
tubes d are placed concentric with the axis. These tubes carry each a spring f
provided with a free engaging arm g whilst both ends of the springs are firmly
attached to the tubes d.
On the driven axle b, between the guide rings o and the coupling part c, a
coupling part is situated, which is provided at one end with claws or teeth k and
on the other with projections i which engage the arms g of the springs f.
The coupling part is adjustable longitudinally on the wedge p by means of a
lever engaging with the slip ring n, and the said coupling part has claws or teeth m
corresponding to the claws or teeth k. The coupling works in the following
manner :-
If it is to be connected, the coupling part 1 is pushed up against the coupling till
the claws m and engage. The axle 6 will gradually attain the same velocity as
the driving axle through the resistance of the springs coming into play and during
this time the resistance of the springs is so far overcome that they assume the
position shown in dotted lines in Figure 1, so that the projections i slide over them,
and the succeeding ones come into play. If it is to be disengaged, the part / is
moved in the opposite direction, so that the claws disengage.
If, during the running, the resistance becomes too great, the same effect is
produced as in the case of connecting, until the normal rotary speed is attained,
namely, the projections slip over the arms g of the springs and an automatic
uncoupling results until the resistance has again fallen to its normal amount.
the spring coupling described above, it is immaterial whether the axle a or the
axle & be the driving one.
In
The projections and springs 9 can be so arranged that, on the engaging of the
clutch, some of the springs in their order disengage from the projections i or fall
out of action, and the others in their order come into action as shown in Figures 4
and 5. In this case there are eight straight springs g¹ to g³ and twenty five
projections i employed. The springs g¹ to 98, connected to the nave of the coupling
part c, must therefore in their order disengage and fall out of action, and again
also come into action. In the position shown in Figure 4, the spring gl is already

page_text: out of action and so in their order g² to 98 come out of action, and again in their
order once more into action, so that seven of these eight springs are always in
action.
In Figures 4 and 5 such a spring coupling is represented which serves for the
elastic connection and therefore only as a safety coupling of two shafts which are
intended to receive a given unchanging amount of power. For small shafts up to
10 millimétres diameter, this coupling can be connected and disconnected during
the working, and for this purpose the part his provided with the slip ring n and
the lever n.
Figure 6 shows the application of springs of various shapes which are attached
to the part c of the coupling. The spring S¹ with the guide and catch lever u
pivoted at s, is a spiral one of suitable strength.
The spring S2 is also a spiral one, the power of which is transmitted through the
two wheels and 2. The tooth ox of the wheel ² serves as contact surface. The
spring S³ is a helical one, the power of which is transmitted by means of the
lever v.
The dotted line shows the position of the lever when the projection i
slips over it. In the torsion spring St, the power is transmitted through the
lever w.
The pressure of the spring resistance can also be thrown in and out of action by
means of a catch, as shown in Figures 7, 8 and 9. In this case, the coupling part /
has teeth kx, and the part 1, attached to the axle b, teeth m* which can be made to
engage with the former by means of pressure springs which act on disengaging
arms nx.
The disengaging takes place by means of a disengager s*x attached to a lever
and in which the cams or curved discs o* pass over into the cylinder p*. If this
disengager be moved towards the coupling, the disengaging arms n*, connected by
means of a spindle with the teeth mx, will be lifted by the curved dises o* on to
the cylinder p* and disengage the teeth m*.
The power to be conveyed can also be divided by removing one or more
springs f.
In order to allow of the coupling being used as a brake clutch for the disengaged
part of the machine, it is arranged as shown in Figures 10 to 14.
The part of the coupling which is firmly attached to the driven axle a is
provided with projections i, and the part c of the coupling has tubes u* arranged in
à circle and with double springs g. Each of these springs has a projecting arm or
lever v capable of revolving round the tube, and engaging with the projections i.
The coupling part c which is overlapped by the coupling part consists of two
side discs, between which tubes u* are secured by means of screws t. It has also
the teeth sx movably attached thereto and the projections * consisting of one piece
with the brake ring k. The brake ring has teeth mx (Figures 11 and 14) opposite
to the projections *, on the right side. The nave * is secured by means of a
wedge on the driving axle b which has curved shaped teeth corresponding to the
catch teeth s*. Outside the case, the teeth s* are firmly connected with the dis-
engaging arms dx on which springs zx act, which have the tendency to cause the
extending arms dx to approach the axle, or to bring the catch teeth sx to engage
with the teeth of the nave fx. The disengager q* p*, ox, n*, Figures 11, 12
and 13, is loosely seated on the axle band connected with a lever 4 (Figure 11)
movable round a fixed pivot 5 in such a way that it can only be pushed in the
direction of the axle.
The claw teeth n are firmly attached to the disengager, which (teeth) can be
made to engage with the claw teeth mx of the brake ring k. px is a curved disc
which passes from the cylinder p' into the cylinder o*.
The action of this coupling clutch is as follows:-
If it is to be connected, the disengager, q* p* o* n*, is moved by means of the
lever 4 in the direction of the arrow y, that is to say it is moved away from the
clutch. The springs then cause the teeth sx to engage with the teeth fx of
the nave, and the coupling is made as shown in Figures 10, 11 and 12. The

page_text: shaft a will now gradually attain, through the resistance of the springs coming into
play, the same rotary speed as the driving shaft as in the previously described
arrangement.
If the shafts are to be disconnected, the disconnecter qx, p* o* n* is moved in
the opposite direction, that is, toward the clutch. The disengaging arms d* are
pushed on to the cylinder ox by the cams px, slide over the same and disengage
the teeth s*. The clutch is disengaged as shown in dotted lines in Figures 10
and 12.
If the disconnector be now moved further in the same direction, the teeth n* of
the disconnector engage with the teeth m* of the brake ring k. The latter is
now held firm, together with the inner coupling part c, by the stationary dis-
connector q* px ox nx and arrests the disconnected part of the machine, in which
movement the springs come into play in an opposite direction, and the part c with
its projections moves on until all come to a standstill.
In order to always obtain a thorough engaging of the catch teeth sx with the
claw teeth of the nave fx and of the claw teeth m* of the brake ring with the
claw teeth n of the disconnector q* p* o* n*, the arrangements shown in
Figures 15, 16, 17 and 18 and also in Figure 14 are employed.
Figures 15 and 18 show the springs 1 fixed sideways on the nave, which are
provided with supports 2 in front of the teeth of the nave. The catches s* can
only catch these supports and then slide up to the nave teeth with which they
completely engage and bring the springs 1, 2 into the position shown in Figure 16.
Should the catches drop close to the nave teeth, they come in contact with the
supports 2 of the springs, slide once over these and the nave teeth, and then
become fully engaged. In Figure 14, the springs 1 are shown supported close to
the teeth nx. The claw teeth n of the disconnector q* p* o* n* can also only
drop in front of the supports of the springs. They must then come fully into
action and bring the spring 1 into the position of spring 2 in Figure 14. If the
teeth n encounter the supports, they slide past the claw teeth m* in order to fully
engage with them.
In order to increase the elasticity of the coupling, in Figure 19 the part c and
also the part have double springs g attached sideways. These are fitted over
tubes u which are arranged radially and equally distributed round the coupling
naves and have in the middle a free engaging arm r× whilst both ends are firmly
connected to the tubes.
The free engaging arm or lever ex is placed over the tube u* together with the
spring. The tube thus serves as guide for vx. Again the lever n serves for con-
necting and disconnecting, together with the guide ring n fixed on the coupling
part h. By pushing the lever to the right or to the left the disconnection or
connection of the clutch results respectively.
In the latter case a slipping of the driving part or driving springs on the driven
part again takes place until an equal rotary velocity of both parts of the coupling
is established, and also an automatic disconnecting takes place when the resistance
of the driven axle becomes too great.
Dated the 28th dor of March 1801
COMPLETE SPECIFICATION.
Improvements in or appertaining to Shaft Couplings.
A communication by Mrs. MARIE GAWRON, of Stettin, in the Empire of
Germany.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool and 6 Bank Street,
Manchester both in the County of Lancaster and 323 High Holborn in the

page_text: County of Middlesex, 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 :-
In all hitherto known clutches or couplings capable of being connected and
disconnected whilst in motion, frictional resistance has been universally employed
as elastic medium and driving force. The effective working of these couplings is,
however, dependent on the proper handling, on good lubrication, on effects of
temperature, on the wearing away of the friction surfaces, on the exact fitting of
the shafts, etcetera.
In the herein described spring coupling forming the object of this invention,
these disadvantages are removed by using spring power either direct or by means
of a suitable transmitting device, as elastic medium and driving force.
So that the invention may be fully understood, reference should be had to Figures 1
to 19 inclusive of the sheet of drawings filed along with the Provisional Specification,
and reference should further be had to Figures 20 to 24 of the sheet of drawings
annexed hereto.
Figures 1, 2 and 3 represent such a spring coupling, which serves to connect two
shafts, a is the driving and the driven shaft. The part of the clutch or coupling
is firmly connected with the axle a (Figures 1 and 2). Around the nave of part c,
tubes & are placed concentric with the axis. These tubes carry each a spring f
provided with a free engaging arm g, whilst both ends of the springs are firmly
attached to the tubes d.
On the driven axle b, between the guide rings o and the coupling parts c, a
coupling part is situated, which is provided at one end with claws or teeth k,
and, on the other, with projections i which engage the arms g of the springs f.
The coupling part is adjustable longitudinally on the wedge p by means of a
lever engaging with the slip ring n, and the said coupling part has claws or teeth m
corresponding to the claws or teeth k. The coupling works in the following
manner :-
If it is to be connected, the coupling part is pushed up against the coupling
till the claws m and k engage. The axle o will gradually attain the same velocity
as the driving axle through the resistance of the springs coming into play, and,
during this time, the resistance of the springs is so far overcome that they assume
the position shown in dotted lines in Figure 1, so that the projections i slide over
them, and the succeeding ones come into play. If it is to be disengaged, the
part is moved in the opposite direction, so that the claws disengage.
If, during the running, the resistance become too great, the same effect is produced
as in the case of connecting, until the normal rotary speed is attained, namely, the
projections slip over the arms 9 of the springs and an automatic uncoupling
results until the resistance has again fallen to its normal amount. In the spring
coupling described above it is immaterial whether the axle a or the axle 6 be the
driving one.
i
The projections i and springs 9 can be so arranged that, on the engaging of the
clutch, some of the springs in their order disengage from the projections or fall
out of action, and the others in their order come into action as shown in Figures 4
and 5. In this case, there are eight straight springs g' to 98, and twenty-five
projections employed. The springs g¹ to 98, connected to the nave of the coupling
part c, must therefore, in their order, disengage and fall out of action, and again also
come into action. In the position shown in Figure 4, the spring g¹ is already out
of action and so in their order g2 to 98 come out of action, and again in their
order once more into action, so that seven of these eight springs are always
in action.
In Figures 4 and 5, such a spring coupling is represented, which serves for the
elastic connection and therefore only as a safety coupling of two shafts which are
intended to receive a given unchanging amount of power. For small shafts up
to 60 millimetres diameter, this coupling can be connected and disconnected during

page_text: the working, and, for this purpose, the part h is provided with the slip ring n and
the lever n.
Figure 6 shows the application of springs of various shapes which are attached
to the part c of the coupling. The spring S¹, with the guide and catch lever u
pivoted at s, is a spiral one of suitable strength.
lever w.
The spring S2 is also a spiral one, the power of which is transmitted through the
two wheels and . The tooth ox of the wheel 2 serves as contact surface.
The spring S³ is a helical one, the power of which is transmitted by means of the
lever v.
The dotted line shows the position of the lever when the projection i
slips over it.
In the torsion-spring S4, the power is transmitted through the
In order to be able to regulate the clasticity of the springs and so as to
permanently transmit greater powers, there are employed springs, shown in
Figures 20, 21 and 22, acting by air-pressure, or the torsion-springs 1 shown in
Figure 23; the force resulting from these springs can be regulated by means
of pressure screws d¹. The air-pressure springs f, which are shown in section on
the left hand side of Figure 21 and on the right hand side in elevation, consist of
peculiarly formed sheet steel chambers, filled with compressed air, which chambers
exert a spring action in the direction of their axes, that is, of their arrows p². This
action or force is then transmitted by means of the screwed surfaces to the
lever g*, as is shown in an enlarged scale in Figures 23 and 24. In this spring
and lever arrangement, the lever arm 9x can be replaced by a cog wheel 9, as in
Figures 22 and 24, which is in gear with the teeth of the inner denticulation of
the coupling part h. This is very advantageous as regards the manner in which
the coupling works, since the springs are less frequently brought into action and the
loud noise consequent on coupling the parts is very much diminished.
The pressure of the spring resistance can also be thrown in and out of action by
means of a catch, as shown in Figures 7, 8 and 9. In this case, the coupling
part has teeth k*, and the part 1, attached to the axle b, teeth m* which can
be made to engage with the former by means of pressure springs z which act on
disengaging arms n*.
The disengaging takes place by means of a disengager ** attached to a lever
and in which the cams or curved discs o* pass over into the cylinder p*. If this
disengager be moved towards the coupling, the disengaging arms n*, connected by
means of a spindler with the teeth m*, will be lifted by the curved disc o* on to
the cylinder p and disengage the teeth m*.
The power to be conveyed can also be divided by removing one or more
springs f
In order to allow of the coupling being used as a brake clutch for the disengaged
part of the machine, it is arranged as shown in Figures 10 to 14.
h
The part of the coupling, which is firmly attached to the driven axle a, is
provided with projections i, and the part c of the coupling has tubes u* arranged in
à circle and with double springs g. Each of these springs has a projecting arm
or lever capable of revolving round the tube, and engaging with the projections i.
The coupling part e, which is overlapped by the coupling part 1, consists of two
side discs, between which tubes * are secured by means of screws t. It has also
the teeth s*,movably attached thereto and the projections * consisting of one piece
with the brake ring k. The brake ring has teeth m* (Figures 11 and 14) opposite
to the projections *, on the right side. The nave fx is secured by means of a
wedge on the driving axle which has curved shaped teeth corresponding to the
catch teeth s*. Outside the case c, the
disengaging arms d on which springs
the extending arms d* to approach the
engage with the teeth of the nave.
12 and 13, is loosely seated on the axle
movable round a fixed pivot 5 in such
direction of the axle,
a
teeth are firmly connected with the
act, which have the tendency to cause
axle, or to bring the catch teeth sx to
The disengager q*, px, ox, nx, Figures 11,
and connected with a lever 4 (Figure 11)
way that it can only be pushed in the

page_text: The claw teeth are firmly attached to the disengager, which (teeth) can be
made to engage with the claw teeth mx of the brake ring k. is a curved disc
which passes from the cylinder p' into the cylinder o*.
The action of this coupling clutch is as follows :-
If it is to be connected, the disengager, gx, px, ox, n*, is moved by means of the
lever 4 in the direction of the arrow y, that is to say, it is moved away from the
clutch. The springs × then cause the teeth s to engage with the teeth fx of
the nave, and the coupling is made as shown in Figures 10, 11 and 12. The shaft a
will now gradually attain, through the resistance of the springs coming into play,
the same rotary speed as the driving shaft, as in the previously described
arrangement.
If the shafts are to be disconnected, the disconnector q*, px, o*, n* is moved in
the opposite direction, that is, towards the clutch. The disengaging arms dx
are pushed on to the cylinder ox by the cams x, slide over the same, and
disengage the teeth s*. The clutch is disengaged as shown in dotted lines in
Figures 10 and 12.
If the disconnector be now moved further in the same direction, the teeth n* of
the disconnector engage with the teeth m* of the brake ring k. The latter is now
held firm, together with the inner coupling part c, by the stationary discon-
nector q* p* o* n* and arrests the disconnected part of the machine, in which
movement the springs come into play in an opposite direction, and the part c with
its projections i moves on until all come to a standstill.
In order to always obtain a thorough engaging of the catch teeth sx with the
claw teeth of the nave f* and of the claw teeth m* of the brake ring k with the
claw teeth n of the disconnector g* p* o* n*, the arrangements shown in
Figures 15, 16, 17 and 18 and also in Figure 14 are employed.
Figures 15 and 18 show the springs 1 fixed sideways on the nave, which are
provided. with supports 2 in front of the teeth of the nave. The catches s* can only
catch these supports and then slide up to the nave teeth with which they com-
pletely engage and bring the springs 1, 2 into the position shown in Figure 16.
Should the catches drop close to the nave teeth, they come in contact with the
supports 2 of the springs, slide once over these and the nave teeth, and then become
fully engaged. In Figure 14, the springs 1 are shown supported close to the
teeth n*. The claw teeth n* of the disconnector q* p* o* n* can also only drop
in front of the supports of the springs. They must then come fully into action and
bring the spring 1 into the position of spring 2 in Figure 14. If the teeth n*
encounter the supports, they slide past the claw teeth mx in order to fully engage
with them.
In order to increase the elasticity of the coupling, in Figure 19 the part cand also
the part have double springs attached sideways. These are fitted over tubes ux
which are arranged radially and equally distributed round the coupling naves and
have in the middle a free engaging arm vx, whilst both ends are firmly connected
to the tubes.
The free engaging arm or lever x is placed over the tube u* together with the
spring. The tube thus serves as guide for v*. Again the lever n¹ serves for
connecting and disconnecting, together with the guide ring n fixed on the coupling
parth. By pushing the lever to the right or to the left, the disconnection or
connection of the clutch results respectively.
In the latter case, a slipping of the driving part or driving springs on the driven
part again takes place until an equal rotary velocity of both parts of the coupling
is established, and also an automatic disconnecting takes place when the resistance
of the driven axle becomes too great.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :-
1. A coupling device for connecting power transmitting shafts, or parts thereof F,

page_text: or any one part of machines, in which the resistance of suitably arranged trans-
mitting springs is utilised as a yielding driving medium by arranging a series of
springs on one part of the coupling and rigid or yielding projections i on the other
part thereof, in such manner that, when connected, the said projections receive
the pressure of the springs, and elastically connect the driven part of the shaft
with the driving part thereof, whereby, when motion is first imparted to the driving
part, a slipping forward of the latter may take place until an equal velocity is
attained by both parts of the coupling, and whereby also an automatic disengaging
of the coupling may take place if, during the running of the coupling, the resistance
should become too great, substantially as described.
2. In combination with a spring coupling of the kind described:
(a) A claw or teeth coupling, Figures 2 and 3; or
(b) A catch coupling, Figures 7, 8 and 9; or
(c) A slip ring n arranged in one of the two parts of the coupling, by means
of which slip ring the ends of the springs can be moved sideways towards
the projections, Figures 4 and 5, for the purpose of engaging and dis-
engaging the said spring coupling, substantially as described and shown.
3. In combination with a spring coupling of the kind described, the employment
of air pressure springs f, as in Figures 20, 21 and 22, or torsion springs f', as in
Figure 23, the action or force of which springs is transmitted by means of the
screwed surfaces, Figures 21 and 23, to the lever gx, in order thereby to be able
to regulate the elasticity of the springs and to transmit greater power, substantially
as described.
4. The combination of the regulating screws d', Figures 20, 21, and 22, with the
pressure springs for torsion springs ƒ¹ for regulating the action of these springs,
substantially as described.
5. In combination with a spring coupling of the kind described, the employment
of air pressure springs f as in Figures 20, 21 and 22, or torsion springs f, as in
Figure 23, the action or force of which springs is transmitted by means of the
screwed surfaces 1, Figures 21 and 23, to the cog wheels g³, Figures 22 and 24,
engaging with the inner denticulation i¹, in order thereby to be able to regulate
the elasticity of the springs and to transmit greater power, substantially as
described.
6. In a spring coupling of the kind described the transmission of, the spring
power by means of a lever u or v or of wheels 2 so that the same can be suitably
increased or diminished at its point of action substantially as described and shown
in Figure 6.
7. The modified arrangement of the coupling devices described in which the
projections are replaced by an arrangement of double springs g on the part of
the coupling and adapted to engage a similar arrangement of double springs on the
part c of the coupling, the said two sets of springs acting against each other by
means of their free ends, substantially as described.
8. The combination with the springs y of the discs c placed on both sides of them,
the catch teeth s pivotally arranged therein, and the brake ring k having claw
teeth m* firmly connected with said discs by means of projections * and capable of
engaging with the claw teeth n* of the disconnector q* p* o* n* in order to arrest
the disengaged part of the machine, substantially as described.
9. The arrangement of the springs 1, 2, Figures 15 to 17, and of the springs 1, 2,
Figure 14, for the purpose respectively of invariably producing a thorough engaging
of the catch teeth s* with the teeth of the nave fx and of the claw teeth m* with
the claw teeth n*, substantially as described.
Dated this 29th day of December 1891
WM. P. THOMPSON & Co.,
Agents for the Applicant.