Improvements in or relating to Variable Speed Apparatus for Transmitting Power.
Year: 1896

page_text: Date of Application, 25th Mar., 1896
Complete Specification Left, 25th Jan., 1897-Accepted, 25th June, 1897
Improvements in or relating to Variable Speed Apparatus for
Transmitting Power.
1, JOHN WILLIAM HALL, of 1 Wiltshire Road, Brixton, in the County of
Surrey, Engineer, do hereby declare the nature of this invention to be as
follows:-
According to my present invention, which is primarily intended for use with
autocars and other similar vehicles, (where a gas or oil engine, or dynamo is the
prime mover) I interpose between the prime mover or engine and the road wheels
or their equivalents, a mechanism adapted to operate on and be operated by a
suitable liquid say oil or water. This mechanism, together with the liquid
transmits the whole of the power of the primary engine to the road whee is, but the
mechanism is so constructed that whilst one part of it always runs at the same speed
as the engine it is connected with, the other part connected with the road wheels can
be made to run at any desired speed, from uothing to full speed, at will. This will
control the speed of the vehicle independently of that of the engine, and may be
accomplished in the following manner.
Connected with and adapted to be driven by the shaft of the engine, which may
be of any suitable type, are a set of small force pumps (preferably at least three
in number so as to secure equable delivery) and the delivery pipe of these pumps
which may be fitted with a small air vessel is connected with the feed orifice of
a suitable motor adapted to be driven by liquid under pressure. This motor is
connected to and drives, by any suitable gearing, or direct, the road wheels, and it
may be of any convenient construction whether of the rotary, or of the steam engine
single or double acting type, but in any case it must be so constructed as to have
no dead points. The exhaust pipe of this motor is to be connected to the suction
pipe of the before-mentioned pumps. If water is used in this motor, it may if
desired be the water used for cooling the engine cylinder, but I prefer to use oil.
When the primary engine is working it will cause the pumps to force the liquid
through the motor and so drive the vehicle at a predetermined rate according to
the respective capacities of the pump and motor.
For the purpose of controlling the speed only, a suitable valve adapted to be
operated by the driver may be fitted on the suction side of the pump, and by
closing this valve the supply of oil or water to the pump may be cut off to any
desired extent and the speed of the vehicle be correspondingly diminished. The
method I prefer to use, however, for diminishing the quantity of fluid discharged
by the pump is to so construct the crank or cranks by which the pump plungers
are actuated that the crank pin or pins can be drawn as near to the centre of the
crank shaft as may be desired, thus shortening the stroke of the plungers, and
lessening the quantity of fluid discharged. This would have the effect of gearing
down the engine to get bill climbing power to any desired extent, and drawing the
crank pin into a line with the centre of the shaft, would stop the pumps and
thereby the vehicle, while moving it out from the centre would increase the speed
of the vehicle by causing the pump to throw more liquid. The variation of the

page_text: crank throw may be effected by having a disc crank with a groove or channel
across its face, in which slides a block which carries the crank pin. The block
may be adjusted in its desired position by means of a screw or other suitable
mechanism adapted to be used either when the pump is running or standing, as may
be desired.
In an alternative arrangement the crank is carried upon a disc eccentrically in
a larger disc; the crank disc is recessed at the back as an internally toothed ring
with which gears a pinion carried in the end of a shaft passing through the hollow
shaft of the larger disc. The hollow shaft carries a bevel wheel and the solid
shaft also carries one and these are connected by other bevel wheels engaging an
idle bevel wheel. In ordinary running all these wheels go round together, but
should the relative positions of the wheels be changed the pinion rotates and turns
the toothed ring, and so alters the position of the crank pin relatively to the
centre of the larger disc and thus the amount of crank throw is altered.
To prevent the vehicle running away when descending steep hills a suitable
valve may be fixed in the exhaust pipe of the motor and be operated by the driver
or by a governor. This by preventing the free flow of liquid through the motor
and its free access to the pumps would act as an efficient brake, but if the pumps
had mechanically controlled valves instead of free lift ones, the pump itself could
be used as a brake.
Where my invention is only required to be used as a speed reducer or starter,
and not as a means of gearing down for the purpose of obtaining hill climbing power
at the expense of speed, a simpler form of it may be made as follows. The
-small force pumps previously described are arranged radially round the face of a
disc fitted to the end of a short shaft in the same axial line as the engine shaft
and adapted to rotate in suitable bearings, and the pump connecting rods are
connected to the crank on the end of the engine shaft; or a toothed wheel may
drive pinions and eccentrics which operate the pump plungers. The suction
valves of the pumps open on the circumference of the disc, which is surrounded by
an oil tight casing. This is kept filled with oil. The delivery valves of the pumps
all open into a central hole bored up the short shaft from its outer end which
is fitted with a stuffing box in which a pipe with a stop cock fits, the other end
of the pipe being connected to the before-mentioned oil tight casing. A chain
or other wheel on the short shaft communicates motion from it to the vehicle by
any suitable gearing.
When the driving engine is running and the stop cock on the above-mentioned
connecting pipe is open, the pumps will simply force the oil or other liquid through
the pipe, and back into the casing, but if the stop cock be partly closed the
resistance to the flow of oil will be so great that the disc carrying the pump
cylinders together with its shaft will be compelled to revolve slowly, and so
transmit motion to the vehicle, and the more the cock is closed, the faster the
cylinders and disc and shaft will revolve, until when the cock is quite closed, they
will revolve at the same rate as the engine shaft, and so drive the vehicle at full
speed. To stop the vehicle it is only necessary to open the stop cock fully.
Dated this 25th day of March 1906.
BOULT & WADE,
Agents for the Applicant.

page_text: Improvements in or relating to Variable Speed Apparatus for
Transmitting Power.
I, JOHN WILLIAM HALL, of 1 Wiltshire Road, Brixton, in the County of
Surrey, Engineer, do hereby declare the nature of this invention and in what
nanner the same is to be performed, to be particularly described and ascertained
n and by the following statement :-
According to my present invention, which is primarily intended for use with
autocars and other similar vehicles, (where a gas or oil engine, or dynamo is the
prime mover) I interpose between the prime mover or engine and the road wheels
or their equivalents, a mechanism adapted to operate on and be operated by &
suitable liquid, say oil or water, which is circulated through it. This mechanism,
together with the liquid, transmits the whole of the power of the primary engine to
the road wheels, but the mechanism is so constructed that whilst one part of it
part
always runs at the same speed as the engine it is connected with, the other
connected with the road wheels can be made to run at any desired speed, from
nothing to full speed at will. This will control the speed of the vehicle
independently of that of the engine.
The accompanying drawings are intended only to illustrate particular ways in
which the invention can be carried into effect, by way of example, as it is evident
that the details and general arrangement may be greatly modified without departure
from the spirit of the invention.
In the said drawings
Figure 1 is a plan, partly in section, of one construction of power-transmission
apparatus according to this invention;
Figure 2 is an end view of the same apparatus partly in section on different
planes 2-2 of Figure 1.
Figure 3 is a longitudinal central section of an alternative construction of one
of the details of the apparatus illustrated in Figures 1 and 2.
Figure 4 is a view, similar to Figure 1, of an alternative construction of improved
power-transmission apparatus;
Figure 5 is a plan of a detail of the apparatus shown in Figure 4.
Like letters indicate like parts throughout the drawings.
With reference first to Figs. 1 and 2, A is the main frame of the apparatus.
B is a driving-shaft journalled therein and adapted to be operated, say through
the medium of the spur wheel B₁ keyed thereon, by a prime mover. C is a
rotatable casing forming the crank chamber for a crank pin B2 on the shaft B;
5 extensions C C of this casing C are journalled in the main frame A. Care
cylinders which open into the casing C and extend radially therefrom. The
extension Cencircles the shaft B and makes a fluid-tight joint therewith by
means of a stuffing-box C. On the extension C is a chain wheel C5 round which
passes a chain D by which the casing C is operatively connected to the driven
But the rotatable casing C may be
0 shaft or say, to the road wheel of an autocar.
connected directly with the part to be driven or connected otherwise than by the
device just described by way of example. In the cylinders C which are in the
present instance four in number, disposed at equal angles about the shaft B, are
single-acting pistons E, each connected by its connecting-rod E¹ with the crank
5 pin B of the shaft B. In each piston is a non-return valve E' loaded by a light
spring E so that it will permit fluid to pass from the casing C towards the outer
end of the cylinder but will not allow it to return. Each piston E is packed by a
leather packing E. C is the outer cover of each cylinder C³, and C is

page_text: diaphragm near the outer end of euch cylinder with a central opening C therein
(Fig. 2) controlled by a non-return valve C (Fig. 1) which allows fluid from the
casing C to be forced by the piston into the space between the cover Cand
diaphragm C into a passage C10 by which the fluid delivered from each cylinder
is led to a small central shell C in which is a valve F, consisting in part of a
mitred disc F' which seats itself upon a coned portion C¹s of the shell C and in
part of a piston C with hydraulic packing sliding in a cylindrically-bored
portion C of the shell C". It is to be understood that the whole of the interior
spaces of the apparatus ie. of the chamber C and that of the cylinders C and
passages C are intended to be completely filled with fluid and that the interior
space of the extension C is an addition to and in constant communication with
that of the casing C. When the valve F is moved off the seating C commu-
nication is afforded between the outer ends of the cylinders C and the passage Co,
and the interior of the crank chamber and its extension C; if at such time the
shaft B be rotated the pistons E will act to circulate fluid from the central
casing C, through the passages C10 and valve shell C back to the central casing C
and as long as this circulation of fluid is unimpeded the rotation of the shaft B will
not effect the rotation of the easing C which would be kept still by the resistance
of the part driven by the chain D. But if by closing the valve F the flow of fluid
out of the cylinders C through the passages Co be prevented, the rotation of the
shaft B will be transmitted directly to the easing C through the medium of the
connecting rods E, the pistons E and the liquid lucked in the passages C between
them and the valve F, in which case the angular velocity of the casing C will be
the same as that of the shaft B. And with the valve in positions intermediate
between the two extremes just referred to, the casing C will partake of the rotation
of the shaft B to an extent determined by the amount of resistance offered to the
freedom of circulation of fluid from the cylinders C into the casing C by the
retardation which occurs at the valve F.
From the foregoing it will be seen that the portion of the fluid contents of
the apparatus engaged at any moment in transinitting the driving effort and
therefore under considerable pressure is contained in the passages C between the
valve F and the outer ends of the pistons; the pressure of the fluid in the other
parts of the apparatus is but alight and no difficulty need be experienced with the
stuffing-boxes C and C which are the only exterior working joints exposed to
the alight pressure aforesaid.
Instead of the water being delivered from the passages C10 past the part F of
the valve into the interior of the extension C and the pistons E being arranged
to have the liquid from the crank chamber pass through them by way of valves
such as E3, a suction pipe may be led from the extension C into each cylinder C³
just below the diaphragm C, and be provided with a non-return valve therein so
that the circulating fluid would not pass through the crank chamber proper which
could be shut off by a diaphragm as at W from the space C. In such a case a
mixture of glycerine and water could be used as the circulating fluid in the
space Cand its connections, and the crank-chamber proper be used as an oil-bath
only.
The valve F is constructed to rotate with the casing C and shell C being
provided with a valve spindle F having its axis coincident with that of the axis of
rotation of the casing; the spindle is flanged as at F3 so as to be engaged by a
flange ring screwed into the valve. Ball races are provided at those faces of the
flange and valve F which are presented to each other and balls G are placed
between them as shown in Fig. 1, so that although the valve be pressed towards its
seat during the operation of the apparatus, there need be no appreciable resistance
to its rotation with the casing C. The area of the piston portion C" of the valve
is nearly equal to that of the part F of the valve exposed to the pressure existing
in the passages C10 consequently the valve is approximately balanced as far as the
pressure of the liquid being wire-drawn is concerned and might be wholly balanced.
by suitably adjusting the relation of these areas.

page_text: watch the valve can be adjusted during the operation of the apparata
will now be described :-
A is a pivot attached to the main frame A; to it is linked by the link A' th
lever H, which at H' is connected to the outer end of the valve spindle F which
5 passes through a stuffing-box C in the end of the extension C. The end H' of
the lever H is engaged by a piston rod H³ having a piston H which works in a
cylindrical slider J, provided upon one side with rack teeth J which protrude
through a guide A in which the slider can be reciprocated. K is a spring in
compression between the piston Hand the cover J' of the slider J. L is a toothed
sector pivotted to the frame A at A and gearing with the teeth J¹ of the slider J.
L' is an arm by which the sector L is operated, controlled by the rod L.
It will be seen that to operate the valve F the toothed sector L must be moved
to cause the slider J to travel in the guide A': the movement of the slider in the
direction of the arrow (Fig. 1) is transmitted elastically through the spring K and
piston H' to the rod H³ which communicates movement to the lever H, the latter
in turn operating the valve by means of the spindle F. If the slider be moved in
the opposite direction the slider J bears directly against the end of the lever H
to operate it. But if desired the piston H+ may have on each side of it a spring
equally compressed.
Other forms of elastic connection between the rod L and valve spindle F
may be employed as desired; such a connection is particularly advantageous
where the prime mover is an explosion-engine or otherwise liable to exert
irregular driving impulse, for the elastic connection loaded to the desired average
effort allows the valve to yield in such a manner that any excess effort of the
prime mover is not transmitted to the driven part of the apparatus which
consequently runs with remarkable steadiness and freedom from vibration.
Moreover with an elastic connection of the kind described the driver is prevented
frum incautiously forcing the valve down too hard.
It will be observed that the driving shaft B is bured centrally; M is a
charging-pump secured to the main frame A and operated by the eccentric B' on
the shaft B, being provided with a delivery pipe M which communicates with
he central bore B of the shaft B so as to continually force fluid from a source
f supply into the apparatus in order to compensate for loss by leakage or
hrinkage by cold and ensure that the interior may at all times be fully
harged; a relief valve is provided to enable the fluid delivered by the pump to
eturn to the source of supply at times when the interior spaces of the apparatus
re full.
The same or another valve is employed to allow a part of the fluid in the
terior spaces to flow out and permit of the expansion of the remainder upon
crease of its temperature. There may be a passage other than the central
re of the shaft B for the passage of superfluous fluid into the casing C.
Instead of the charging-pump there might be a pocket or cavity in the casing C
ntaining a spring-loaded piston or diaphragm to press upon the liquid contents
the casing and automatically prevent the formation of any air-spaces therein,
s keeping the interior absolutely full.
The crank-pin B' in apparatus such as is illustrated in Figures 1 and 2 may
adjustable radially like the crank-pin S hereinafter referred to; in such a
e the adjustment of the crank-pin B2 to make it concentric with the axis of
ation of the casing C would enable the driving parts (say the pistons E) to
topped without stopping the prime mover.
igure 3 illustrates a modified construction of apparatus for operating the
e F, it comprises a valve of the kind illustrated in Figure 1, with a spindle F
ch is externally screw-threaded at F to engage with a screw-threaded
ion N of an outer spindle N which encircles the valve spindle F' and is
in position by the bridge O fixed to the bearing A in which the extension C
c chamber C is journalled. The inner spindle F passes through a stuffing-
N formed partly on the spindle N and partly on the bridge O. Fi

page_text: hand-wheel by which the spindle is rotatable inside the spindle N to adjust
the valve as required. In this construction the outer spindle N' internally
screw-threaded at N is held stationary by the bridge O and the extension C
and stuffing-box C" revolve about it.
In order that the inner end of the stuffing-box C may be able to offer
resistance to any outward thrust or tendency to move outwards through the
stuffing-box on the part of the spindle N', a ball race is provided at C at the
inner end of the stuffing-bex and at N'on the enlarged portion N of the spindle M';
between these ball races are balls P which take the thrust aforesaid without
setting up friction.
It is not necessary that the driving and driven parts in apparatus of the type
exemplified by Figure 1, should be pistons and cylinders, for other devices which
will similarly circulate a fluid can be used instead. And the driving shaft B
could be arranged out of line with the axis of rotation of the driven part or at
an angle thereto, if suitable gearing were employed.
The cylinders C instead of projecting radially from the axis of rotation of the
casing might extend therefrom parallel to that axis and to each ether, and have
their piston rods extended through their outer ends, and geared by gear wheels
rotatable on shafts carried by brackets on the cylinders with a preferably small
pinion on the driving shaft; this arrangement would probably be longer axially
than that indicated in Figure 1, for apparatus of given power but would be of much
less diameter, and would stow snugly in the steru of a boat or launch, but is not
the preferred form of my apparatus.
In a modification of the transmission apparatus according to this invention, and
which also is less advantageous than the form exemplified by Figure 1, the pump
is connected to a motor, through which latter fluid is circulated by the pump, the
delivery pipe of the pump being connected with the feed orifice of the motor. The
motor is connected to and drives by any suitable genring, or direct, the road wheels,
or a vehicle or other part to be driven, and it may be of any convenient construction,
"preferably such that it has no dead points. The exhaust pipe of this motor is to be
connected with the suction pipe of the pump. If water be the fluid used in this
transmission apparatus and the prime mover is a water jacketted explosion engine
the water used in the jackets may serve also for circulation through the transmission-
apparatus, but it is preferred that oil should be the circulating medium in the
latter. The whole of the internal spaces of pump and motor are to be kept
completely full of the circulating fluid and devices such as are hereinbefore
described to compensate for expansion and contraction of the volume of the liquid
and keep the spaces full can be employed therewith.
The pump is connected to the prime mover and when the latter is working it
causes the pumps to force the circulating liquid through the motor and so drives
the vehicle at a predetermined rate according to the respective capacities of the
pump and motor, the former being variable in some such manner as is hereinafter
described. One example of such a modified apparatus is illustrated in Figs. 4
and 5, in which A is the main framing of the apparatus, B is the driving, shaft
journalled therein and connected with the prime mover by way of a spur pinion B
keyed thereon or otherwise.
Q is a pump fixed to the framing A, and R is a motor also fixed to the framing.
The pistons of the motor R are driven by fluid delivered by the pump Q, and are
operatively connected to the shaft R', which is geared to the road wheel of the
autocar or other device to be operated. Q are the pump cylinders in which
reciprocate pistons Q connected to a crank shaft S by connecting rods Q. Qis
a non-return valve in each piston Q of the pump and Q a similar valve in a
diaphragm Q which extends across the cylinder as shown just within the outer
cover Q.Qare the delivery passages of the pumps which deliver fluid there-
from by the central passage Q into the motor R which exhausts into the
extension C of the casing C which forms the crank chamber of the pump, and
from which the pistons Q' transfer as in the preceding example the liquid through

page_text: he passages Q into the motor. Q is a bye-pass passage provided with a
alve Q to enable one of the discharge passages Q8 of the pump to be instan-
aneously connected with the exhaust chamber C and casing C. This bye-pass
passage is normally closed but if it be desired at any monent to instantly
top the motor R without stoppage of the pump Q the way through the
bye-pass passage can be opened, in which event the pump will simply circulate
luid through the bye-pass passage Q into and out of the casing C without
driving the motor.
The pump and the motor in the present example have each four cylinders
arranged at equal angular intervals about the axis of the apparatus. S is the
crank pin by which the pump pistons Q are operated; its radial distance from the
axis of rotation of the main shaft B (indicated in Fig. 4 by the chain lines XY)
is variable to vary the delivery of the pump per stroke by varying the stroke of
the pistous as will now be described.
The crank shaft S is placed eccentrically within the main shaft B, the latter
being bored to receive it. By rotating the crank shaft S within the shaft B
the crank pin S¹ can be moved outward from the axial line X Y to an extreme
position in which it is indicated in Fig. 4, or can be moved inward so as to become
concentric with that axial line or to have any desired throw between such maximum
and minimum. Normally the crank pin is locked in the position in which it may
happen at any moment to be, by gearing which is adjustable to vary the throw of
the crank pin S' as desired.
Preferably such gearing is of the type hereinafter described, which may be
termed a "floating" gear, that is to say, a gear intermediate between a gear wheel
on the main driving shaft B and another on the crank shaft S, and so arranged
that it transmits the motion of the gear wheel on the driving shaft to that on the
crank shaft in such a way that both have equal angular velocity in the same
direction, but should the axes of the floating gear be given adjustment relatively to
each other they will alter the angular position of the gear wheels on the driving
shaft and crank shaft relatively to each other and thereby vary the setting of the
crank pin S'.
Such a gear is illustrated in Figs. 4 and 5 in which B is a gear wheel keyed on
the shaft B and geared with a gear wheel B10 loose on the shaft B by the inter-
mediate wheels B B B. A ring of teeth B on a part of the wheel B gears
with the pinion B" fixed to a shaft B journalled in an arm B fixed to the
shaft B. The arm B" carries a worm B (Fig. 5) geared to the shaft B by the
gear wheels B B, and the worm B" gears with the worm wheel S keyed on
the crank shaft S. There may be other arrangements of gear for connecting the
wheel B with the worm wheel S, the parts 13 B B B B B being shown
merely by way of example. T T are loose rings encircling the shaft B and are
provided with pins T upon which the two intermediate wheels B' B' are rotatable.
The pins T engage with the two casings U U which are concentric with the
axes XY and are rotatable about it, each being provided upon its exterior with
ring U of teeth by which both are geared to an adjusting pinion V on a shaft V
which latter is provided with a hand-wheel V2 and supported in the frame A.
The operation of this gear will now be described. Normally the pinion V
prevents the rings U from rotating and therefore the pins T and rings T T do
not turn about the axis X Y, and have no relative movement; this being so, the
wheel B rotating with the shaft B imparts to the wheel. B10 through the
O idlers B7 B8 B a motion which in direction and angular velocity is the same as its
Own. Inasmuch as the arm B and all the gear carried by it is fixed to the
shaft B, it follows that under such circumstances the parts B B10 B" will have no
movement relatively to each other, and therefore that the shaft S and crank
pin S will not be adjusted by the worm wheel S. In order to obtain such
5 adjustment it is necessary that the wheel B should have movement relatively to
the arm B and shaft B in order to rotate the pinion B and the worm gearing
controlled thereby; such rotation of the wheel B relatively to the wheel B may

page_text: che appar
shaft V is rotated, and by means of the pinion V gives the rings U³ motion
in opposite directions, which has the effect of giving the pins T' angular movement
with the casings U U₁ about the axis XY relatively to each other, and they
cannot be moved relatively to each other without altering the angular position of
the wheel B relatively to the wheel B' and arm B". When the wheel B10 is
thus moved relatively to the arm B1 it operates the gear wheel B", and this
through the worm wheel S2 rotates the shaft S within the shaft B thereby varying
the throw of the crank pin S¹ as aforesaid.
The crank piu S₁ may be adjusted radially by devices other than those
hereinbefore described.
Instead of employing the automatic valves C E Q Q hereinbefore described
suitable valve chests containing positively operated valves could be adopted.
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. The employment of a power-transmission apparatus in which a fluid is used
substantially in the manner and for the purpose herein before described.
2. A power-transmission apparatus in which the relative speed of the driving
and driven parts is variable by varying the freedom of circulation of a fluid
circulated by and operatively connecting them.
3. A power-transmission apparatus so constructed that the relative angular-
velocity of the driving and driven parts operatively connected by a fluid is variable
by varying the freedom of circulation of that fluid.
4. In a power-transmission apparatus the combination of a piston connected to
the driving part and having variable or invariable travel a cylinder connected to
the driven part, or rice versa, to constitute a fluid-circulating device, and an
adjustable device to control the circulation for the purpose described.
5. In a power-transmission apparatus the combination of a pump having a piston
the travel of which can be varied, and a motor through which fluid is circulated
by the pump, substantially as and for the purpose described and illustrated in
Figure 4 of the accompanying drawings.
6. In a power-transmission apparatus the combination with a pump having a
variable delivery of a motor through which fluid is circulated by the pump, and a
bye-pass such as Q10 for the purpose described.
7. In a power-transmission apparatus of the kind described a loaded valve F
arranged to yield to variations in the driving effort of the apparatus for the purpose
specified.
8. In a power-transmission apparatus the combination with a pump of a driving-
shaft such as B a crank-pin S¹ means for varying the throw of the pin and a motor
through which fluid is circulated by the pump substantially as and for the purpose
described.
9. In a power-transmission apparatus comprising a driving-shaft B and crank-
shaft such as S the combination with gear-wheels such as 136 B10 of a
"floating" intermediate gear, which normally causes the motion of the wheel B
to be reproduced by the wheel B but by relative adjustment of its parts alters
the relative angular position of the wheels B B10.
"
10. In a power-transmission apparatus comprising a driving-shaft B and crank-
shaft such as S the combination with gear wheels such as B B of a "floating.
intermediate gear, a divided support such as U, U₁ and adjusting apparatus such
as V U substantially as described and illustrated in Figure 4 of the accompanying
drawings.
11. In power transmission apparatus of the kind described the combination with
a driving shaft such as B of a crank shaft such as S eccentrically disposed
within it substantially as described and illustrated in Fig. 4 of the accompanying
drawings.

page_text: 12. A power-transmission apparatus in which the driving and driven parts such
as B C are coaxial with each other and are combined with a regulating valve such
as F and a crank chamber C forming part of the circulation space for the fluid
substantially as described.
13. In a power-transmission apparatus a wholly or partially balanced regulating
valve such as F substantially as and for the purpose described and illustrated in
Figure 1 of the accompanying drawings.
14. In a power-transmission apparatus such as is illustrated in Figures 1 and 2
of the accompanying drawings, the combination with a regulating valve such as F
and adjusting-gear therefor of an elastic connection between that valve and gear
for the purpose described.
15. In a power-transmission apparatus the combination with a regulating-valve
of the toothed segment L, slider J spring and rod substantially as and for the
purpose described and illustrated in Figure 1 of the accompanying drawings.
16. In a power-transmission apparatus the combination with a regulating-valve
and its adjusting-gear, of a ball or roller bearing between them for the purpose
described.
17. In a power-transmission apparatus such as is illustrated in the accompanying
drawings the employment of a charging-pump M substantially in the manner and
for the purpose described.
18. In power-transmission apparatus of the kind described the combination with
a valve such as F of the spindles F N¹ and ball bearings substantially as and for
the purpose herein before described.
19. In power-transmission apparatus a valve and appurtenances constructed and
operating substantially as and for the purpose described and illustrated in Figure 3
of the accompanying drawings.
20. The combination and arrangement of parts constituting the complete power-
transmission apparatus substantially as described and illustrated in Figures 1 and 2
or Figures 4 and 5 of the accompanying drawings.
Dated this 25th day of January 1897.
BOULT & WADE,
Agents for the Applicant.