Year: 1893

page_text: Date of Application, 28th Apr., 1893
Complete Specification Left, 20th Jan., 1894-Accepted. 24th Feb., 1894
We, ISAAC BRAITHWAITE, and CHARLES LLOYD BRAITHWAITE, of the Firm
of Isaac Braithwaite and Son, of Kendal, in the County of Westmoreland,
Merchants and Engineers, (a communication from abroad by The Dodge
Manufacturing Company, of Mishawaka, Indiana, United States, America,) do
hereby declare the nature of this invention to be as follows:-
Friction clutches are frequently employed in connection with pulleys to render
the same fast or loose, as may be desired; one member of the clutch being locked
to the shaft, another being locked to the pulley. They are also frequently used as
cut-off couplings to connect sections of shafting.
Clutches used with pulleys are connected with the pulleys in a variety of ways,
sometimes one member of the clutch is integral with the pulley; sometimes it is
bolted to the hub or arms of the pulley; but the extensive adoption of split
wooden pulleys has created call for another variety of clutches;-viz.: clutches
with long cylindrical hubs upon which the split pulley may be clamped and secured
exactly the same as upon the shaft. To meet this requirement one member of the
clutch has heretofore been cast integral with a hub sufficiently long to extend
through the hub of the pulley, for which it was designed. But this method
involves several inconveniences and difficulties, to wit: The demand as to length
of hub and diameter of shaft bore, is so great that it is practically impossible to
anticipate them and carry clutches in stock. This therefore requires each clutch
to be made to order, at least as to the hub member, and this in turn involves
undesirable delay in delivery. And in addition to the inconveniences above named,
the convenient handling and machining of the long hub with the large friction
ring of the clutch attached at one end, requires lathes of special form and costly
make, and this enhances the cost of construction.
To obviate these difficulties, the hub is constructed separate from the clutch and
thereby the friction and operative members of the clutch are capable of being
constructed without reference to any conditions except power to be transmitted
and therefore such parts can be constructed in advance and carried in stock. The
hubs can also be, with little expense, carried in assortment and being inter-
changeable, it follows that the clutch of desired power can be taken out of stock
and fitted with the required hub also taken out of stock, or if that happens not to
be possible, the turning and boring of the hub is a comparatively small matter,
which can be executed in a few hours. The hubs being interchangeable, renders it
possible to fit the same friction rings for use as pulley or cut-off couplings, a thing
not heretofore possible, though frequently convenient.
The machining of friction ring and hub separately, may be accomplished, also
upon lathes of ordinary style and adaption.
We are aware that clutches have been made separable in a great variety of
ways and that the hub parts have sometimes been separable from the friction
members. Also that in pulleys and other like things, it has not been uncommon to
bolt hub pieces to the other parts, but none of these instances, or so far as we are
aware, have been either designed or adapted to meet the requirements of the use
for clutches with split pulleys, above mentioned; a demand which has grown up
within a very few years, during which the use of split wood pulleys has become
almost universal.
In constructing the clutches, the counter hub seat is bored to some standard
diameter and the hub flanges and ends are all turned to the same standard, and can

page_text: be interchangeable. The centre bore of the hub must be proper for the shaft
upon which it is to be placed, and when to carry a pulley the length and exterior
diameter of the hub must adapt it to said pulley. The hub and friction member
are secured together by means of bolts whereof the heads are concealed within the
member and the nuts are on the outside. By this means, when it becomes necessary
to re-line or re-babbit the hub it may be removed from the shaft and from the
clutch by removal of the nuts and replaced as easily..
This is a convenience of considerable importance as it obviates labor necessary
in taking the clutch apart and does not disturb any of its adjustments.
The pulley may sometimes be used as a driving pulley and the friction part
of the clutch attached to it will then be the running part, and the other part of
the clutch and shaft will be standing parts, but this change will not involve any
variation whatever in the structure or mode of operation of the several parts of
the device.
When used for a cut-off coupling both parts are rigidly secured to their
respective parts of the shaft.
Dated this 27th day of April 1893.
WM. P. THOMPSON & Co.,
6, Bank Street, Manchester, Patent Agents.
Improvements in Friction Clutches.
We, ISAAC BRAITHWAITE, and CHARLES LLOYD BRAITHWAITE, of the
Firm of Isaac Braithwaite and Son, of Kendal, in the County of Westmoreland,
Merchants and Engineers, (a communication from abroad by The Dodge
Manufacturing Company, of Mishawaka, Indiana, United States, America) 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:-
Friction clutches are frequently employed in connection with pulleys to render
the same fast or loose, as may be desired; one member of the clutch being locked
to the shaft, another being locked to the pulley. They are also frequently used as
cut-off couplings to connect sections of shafting.
Clutches used with pulleys are connected with the pulleys in a variety of ways.
Sometimes one member of the clutch is integral with the pulley, sometimes it is
bolted to the hub or arms of the pulley; but the extensive adoption of split wooden
pulleys has created call for another variety of clutches, viz. clutches with long
cylindrical hubs upon which the split pulley may be clamped and secured exactly
the same as upon the shaft. To meet this requirement one member of the clutch
has heretofore been cast integral with a hub sufficiently long to extend through the
hub of the pulley, for which it was designed. But this method involves several
inconveniences and difficulties, to wit: The demand as to length of hub and
diameter of shaft bore is so varied that it is practically impossible to anticipate
them and carry clutches in stock. This therefore requires each clutch to be made
to order, at least as to the hub member, and this in turn involves undesirable delay
in delivery. And in addition to the inconveniences above named, the convenient
handling and machining of the long hub with the large friction ring of the clutch
attached at one end requires lathes of special form and costly make, and this
enhances the cost of construction.
To obviate these difficulties the hub is constructed separate from the clutch, and
thereby the friction and operative members of the clutch are capable of being
constructed without reference to any conditions except power to be transmitted and
therefore such parts can be constructed in advance and carried in stock. The hubs

page_text: can also be, with little expense, carried in assortment, and being interchangeable, it
follows that the clutch of desired power can be taken out of stock and fitted with
the required hub, also taken out of stock, or, if that happens not to be possible, the
turning and boring of the hub is a comparatively small matter, which can be
executed in a few hours. The hubs being interchangeable renders it possible to fit
the same friction rings for use as pulley or cut-off couplings, a thing not heretofore
possible, though frequently convenient.
The machining of friction ring and hub separately, may be accomplished, also
upon lathes of ordinary style and adaptation.
We are aware that clutches have been made separable in a great variety of ways
and that the hub parts have sometimes been separable from the friction members.
Also that in pulleys and other like things it has not been uncommon to bolt bub
pieces to the other parts, but none of these instances, or so far as we are aware, have
been either designed or adapted to meet the requirements of the use for clutches
with split pulleys, above mentioned; a demand which has grown up within a very
few years, during which the use of split wood pulleys has become almost universal.
Having now indicated the nature of the invention, it will be particularly
described with reference to the accompanying drawings.
Fig. 1, is a perspective view of the invention.
Fig. 2, is a side elevation showing the manner of use.
Fig. 3, is a perspective view of a hub suitable for use with the clutch for a cut-off
coupling.
A is the shaft; B is the running member of the clutch, which is rigidly secured
to the shaft by keys or otherwise; C is the loose member of the clutch, which is
mounted loosely upon the shaft and is locked to the running member by the action
of the friction devices of the clutch; D is the hub made separate from the clutch
and secured thereto by bolts. These parts are for convenience, divided
longitudinally in halves, so that they can be placed upon a shaft without removing
it from its journal boxes. E is one half a split pulley in position on the hub D.
When used as a cut-off coupling, the hub, Fig. 3, is used. It is not necessary that
the hub should be split, because it is sometimes placed at the end of the shaft. We
prefer, however, to split it part way, as shown at s in Figs. 3 and 4. The clamp
bolts will then serve to compress the hub upon the shaft sufficiently to receive
strong frictional contact.
In constructing the clutches, the counter hub seat g is bored to some standard
diameter and the hub flanges m and ends i are all turned to the same standard, and
can be interchangeable. The centre bore of the hub must be proper for the shaft
upon which it is to be placed, and when to carry a pulley the length and exterior
diameter of the hub must adapt it to said pulley. The hub and friction member C
are secured together by means of bolts & whereof the heads are concealed within
the member C and the nuts are on the outside. By this means, when it becomes
necessary to re-line or re-babbit the hub it may be removed from the shaft and
from the clutch by removal of the nuts k and replaced as easily.
This is a convenience of considerable importance as it obviates labour necessary
in taking the clutch apart, and does not disturb any of its adjustments.
The pulley E may sometimes be used as a driving pulley and the part C will then
be the running part, and the part B and the shaft A will be standing parts, but this
change will not involve any variation whatever in the structure or mode of
operation of the several parts of the device.
When used for a cut-off coupling both parts are rigidly secured to their
respective parts of the shaft.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, we declare that what
we claim is :-
1. In a clutch the combination of a clutch member having the hub seat g bored
to a standard size, the hub made separate from said clutch member and provided

page_text: with the cylindrical end or shoulder i formed of a size to fit said seat, having the
Hange m and formed at its end beyond said flange with the cylindrical sleeve
substantially as set forth.
2. In a clutch adapted to. be used as a shaft-coupling, the combination of the
clutch member provided with the hub seat g bored to a standard size and the hub
provided with the shoulder or hearing i formed of a diameter to fit said seat, having
the flauge m, and beyond said flange with the split sleeve adapted to be compressed
upon the end of the shaft, substantially as set forth.
Dated this 19th day of January 1894.
WM. P. THOMPSON & Co.,
Manchester, Liverpool, and London, Patent Agents.