Improvements in Transmission Gearings.
Year: 1898

page_text: Improvements in Transmission Gearings.
I, FREDERICK SCHNEIDER, of the City of Erie, 144, East 21st Street, County of Erie,
and State of Pennsylvania, Mechanical Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention relates to machinery for transmitting motion and power, and
consists of transmission gears, whereby from a shaft rotating at a constant speed
another shaft is driven at a variable speed, this speed being adjustable either at will
or automatically controlled by the change of the load on the driven shaft.
According to one arrangement for this purpose, the driving and driven shafts are
arranged in line with each other. The driving shaft carries at its end an internally
toothed wheel projecting over the end of the driven shaft, which has fixed upon it a
crank whose pin carries a planet wheel gearing with the said internal wheel and with
a pinion loose upon the driven shaft, but which can either be held stationary or be
rotated in one direction or the other on such shaft. Thus on rotating the driving
shaft, it will either impart motion to the driven shaft through the crank and planet
wheel in one direction or the other at a quicker or slower speed, according as the
pinion on the driven shaft is rotated faster or slower in one direction or the other. Or
if the said pinion be rotated at the same surface speed as and in the contrary direction
to the internal toothed wheel, the planet wheel will simply revolve on its crank pin
and the driven shaft will remain stationary. The rotation of the pinion can be
effected by various arrangements; according to one arrangement the pinion has fixed
to it a bevil wheel gearing with a second bevil wheel fixed on a spindle on which
slides a threaded sleeve carrying a friction wheel, which is in contact with the face
of a disc that is rotated by the driving shaft.
By screwing the threaded sleeve on the spindle by hand or automatically in one
direction or the other the friction wheel is brought into different positions on the
face of the disc driven by the shaft, thereby producing the above described variable
motion of the pinion.
According to another arrangement the driven shaft is arranged at the side of the
driving shaft parallel therewith, and rotary motion is imparted to it by the driving
shaft through a spur wheel loose on the latter and carrying two bevil planet wheels
that are engaged on the one side with a bevil wheel fixed on the driving shaft and
on the other side with a bevil wheel loose on such shaft, so that as in the case of the
pinion in the first described arrangement according as this bevil wheel is rotated
faster or slower and in one direction or the other, by hand or automatically, the spur
wheel carrying the planet wheels will be rotated faster or slower and in one direction
or the other, and will impart a correspondingly varied motion to the driven shaft
through a pinion thereon.
As in the first arrangement such varying motion can be imparted to the loose
bevil wheel by connecting it through gearing to a disc on an auxiliary shaft in
contact with which disc is a friction wheel sliding upon but rotating with the driven
shaft. This friction wheel can be shifted by hand or automatically into varying

page_text: positions on the disc, whereby a correspondingly varied motion will be imparted by
the driven shaft to the loose bevil wheel on the driving shaft.
For effecting such variation of motion automatically according to the load on the
driven shaft, the pulley on the latter which transmits the motion to the machinery
to be driven is mounted loose on the driving shaft and its boss has lateral extention
with inclines on which bear rollers on a frame that can slide on the driven shaft but is
carried round with it and that is connected to the said friction wheel.
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This frame is acted upon by a spring which urges it longitudinally in one direction,
while the inclines on the pulley in acting on the said rollers tend to move it
longitudinally in the contrary 'direction. According as the load on the pulley
increases or decreases the said inclines will effect the longitudinal motion of the
sliding frame and friction wheel to a greater or less extent against the action of the
spring, and in thus shifting the friction wheel on the beforementioned disc to a
corresponding extent will vary. the motion of the loose: bevil wheel on the driving
shaft and consequently will also vary the speed at which this drives the driven shaft
through the planet wheel gear.
:
My improved transmission gearing will be found well adaptable for countershafts of
machines running under variable load as planers, presses, shears, punchers, printing
presses &c.; and especially for motors propelling car and vehicles and for other
similar purposes.
T
1000
ABEL & IMRAY,
Agents for the Applicant.
I, FREDERICK SCHNEIDER, of the City of Erie, 144, East 21st Street, County of
Erie, and State of Pennsylvania, Mechanical 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 relates to machinery for transmitting motion and power; and it
consists of the herein-described transmission gears whereby from a shaft rotating at
a constant speed another shaft is driven at a variable speed, this speed being
adjustable either at will or automatically controlled by the change of the load on the
driven shaft.
My invention is illustrated in the accompanying drawings, wherein
Fig. 1 is an elevation of my improved transmission-gearing.
Fig. 2 is a vertical cross-section on the line 22, indicated in Fig. 3.
Fig. 3 is a similar section taken on the lines 3 3, indicated in Fig. 2.
Fig. 4 is a horizontal section on the line 44, indicated in Fig. 3.
Fig. 5 is an elevation of a modified form of the transmission-gear.
Fig. 6 is a horizontal section thereof.
Fig. 7 is a section on line 7 7, indicated in Fig. 5.
Fig. 8 is a section of the speed-governing mechanism for automatically changing
the speed according to load, part of the governing mechanism being shewn in Fig. 5
in elevation.
Fig. 9 is a sectional view of the load-pulley showing the clutch part of its

page_text: Fig. 10 is an end-view thereof.
Fig. 11 is an end-view of the sliding sleeve seen from the sectional line 11 11,
indicated in Fig. 8, toward the load-pulley.
Fig. 12 is a detail of the device for rotating the governing mechanism with the
driven shaft.
Similar letters of reference indicate corresponding parts in all views.
In the construction shown in Figs. 1 to 4, inclusively, the driving-shaft a is pillowed
in suitable bearings a¹ and secured in position by collars a² placed adjoining the
bearings. These bearings, collars, &c. may be of any of the well-known types and are
not shown in the drawings. Only the bearing and collar close adjoining the gearing
are shown, the brackets or standards supporting the bearings being also omitted. To
this shaft a are secured the gear-wheel d and the gear-wheel c, which latter has the
teeth cut on its inner periphery, as clearly shown in the drawings. These gear-wheels
may also be screwed together or made in one. Gear-wheel c transmits the motion to
shaft b by means of the pinion f, set on crank-pin ¹, crank h being keyed to the
shaft b. The gear g, which is cut on the periphery of the extended hub of bevel-
gear i, serves as a resistance to the loose motion of pinion f. Without such resist-
ance this pinion would simply revolve as an idle-wheel loosely around the crank-
pin h¹ and the driven shaft 6 would not revolve. On this principle the construction
of my transmission-gear for variable speed is based. It is evident that the speed of
shaft b will depend on the speed of the resistance gear-wheel g and also on the direc-
tion in which this wheel g will revolve. When running in the same direction as
wheel c, it will accelerate the revolutions of shaft b. and it will retard its speed
when its motion is reversed.
The resistance-wheel g is driven by bevilled gears k and i the former being secured
to shaft n and the latter secured to (or made in one piece with) the wheel g. Gear-
wheel k is driven by the friction-disks m and l, which obtain their motion from gear-
wheels d and e. Disk m and gear-wheel e are keyed to shafts, pillowed in bearings 2¹.
The speed of disk is governed by its position relatively to the centre of disk m, and
this is changed by the following mechanisın:
Shaft n, to which disk and bevel-gear are secured is pillowed in bearing o,
supported on shaft b and in the screw-threaded sleeve p, sliding in bearings 8 and 8¹.
Disk is secured to the sleeve p by the flanged collar t, screwed to it by screws u.
Shaft n is provided with a keyway v and disk with a corresponding key v. By
turning hand-wheel ?, provided with a female screw-thread corresponding with the
thread of sleeve p, sleeve and with it disk l, is moved up or down on spindle n.
When the friction-disk stands in the centre of disk m, the resistance-gear g will
stand still and shaft 6 will be revolved at a velocity dependent on the pro-
portion of gear-wheels cand g. The proportion between the gear-wheels d
and e is made such as to give the same ratio of speed as that between shafts a
and b under the above circumstances. In any position of the disk below the
centre of disk m resistance gear-wheel g will be driven in the same direction with
wheel c, its velocity being increased proportionately to the distance of the disk / from
the centre of disk m. In the same proportion with the increase in the number of
revolutions of wheel g the velocity of the driving-shaft b will be increased. By shift-
ing disk above the centre of disk m its motion and consequently also the motion
of wheely, will be reversed, its speed being similarly increased proportionately to the
distance of disk from centre of disk m. In this case, however, the resistance-
wheel g, being driven in opposite direction to gear-wheel c, will increase the dead
motion of pinion f and in the same proportion reduce the speed of crank h and the
shaft 6 relatively to the speed of the driving-shaft.
In the modified construction shown in Figs. 5 to 12 inclusively, the driven shaft b
is mounted parallel to shaft a and is driven by the gear-wheel dd, nounted on driving-
shaft a and gearing with the wheel e e, mounted on the driven shaft. Gear-wheel dd
is driven by the combined action of the gear-wheels cc, ff, ff¹ and gg. Friction-
wheel is set on the driven shaft b, and its position in relation to disk m is changed
automatically with the change of the load on pulley p b. The end of driving-shaft a,

page_text: somewhat reduced in diameter, is pillowed in the T-bearing z z¹, wherein also shaft z
is pillowed at right angle to shaft a. Keyed to the shaft a is bevel-gear-wheel cc,
gearing with the two bevilled gear-wheels ƒ ƒ and ƒƒ, mounted loosely on spindles f8
and fs set in the wheel dd, loosely mounted on the driving-shaft a. Pins fp and fp¹
hold spindles fs and fs in position. Opposite the bevilled gear-wheel cc is loosely
mounted on the T-bearing z z¹ of the shaft a the bevilled resistance gear-wheel gg,
joined to or cast together with bevel-gear ii, the part 99 gearing with the wheels ff
and ff and the part ii gearing with the bevilled-gear-wheel kk, keyed to the vertical
shaft zz, to which also friction-disk m is secured. The functions of these gears are
similar to that of the corresponding parts described in the preceding construction.
Bevilled gear-wheel cc keyed to the shaft a and gearing with wheels ff and ff, is the
driving member of the gear. Its action however depends on the co-operation of
the resistance gear-wheel g I If this wheel be withdrawn, gear-wheel cc
would simply rotate wheels ff and ff in opposite directions, and the cog-
wheel dd, gearing with ee and driven-shaft b, would stand still. When, however
the gear-wheel g is set in motion and driven in the same direction as the gear-
wheel c c,
it will then act as a résistance to the motion of the wheels ff and ƒ ƒ¹,
and if g g is driven with the same speed as gear-wheel c c these wheels ff and ƒƒ1
will not rotate around their axis fs and f s¹, respectively but will be held firmly
between the cogs of the wheels c c and g g, whose combined action will then rotate
cog-wheel d d on shaft a (or rather with it) and drive cog-wheel ee, keyed to the
shaft 6 (and consequently also this shaft b) at a speed proportionate to the diameters
of the cog-wheels d d and e e. When the resistance gear-wheel g g is driven in the
same direction with gear-wheel c c, but with a lower speed, the gear-wheels ff and ƒfƒ¹
will be rotated so much in dead motion around their axes as will be required to
equalize the difference in the speed, and then the speed of wheel d d will be corre-
spondingly retarded. The resistance gear-wheel g g is driven by the bevilled gear-
wheel kk, as explained above, and the direction of its motion, as well as its speed, is
governed by the position of friction-wheel on the disk m, secured to the shaft z z
Disk m rests on
by webs or keys kv, engaging corresponding slots in the shaft.
flanges of the set-screws entering the end of the shaft z z.. By turning this
set-screw disk m may be lifted or lowered. This adjustment is used to compensate
for wear or to increase the contact-pressure of disk m with wheel 1. Shaft z is
longitudinally adjustable in its bearings z z¹ by screw zs, whereby the pressure
between the two bevilled gear-wheels kk and ii is regulated.
Friction wheel
slides longitudinally on driven shaft b and rotates with it, the shaft being provided
with a feather pl and the friction-wheel with a corresponding groove.
Its position
on the shaft and in relation to the centre of the friction-disk m is governed by the
automatic mechanism arranged on this shaft in connection with the driving-pulley p b.
Its position may also be changed by the same contrivance (screw-threaded sleeve
and hand wheel) as described and shown in the preceding construction. The speed
of the friction-disk m will be correspondingly reduced the farther friction-wheel
will be moved from its centre. In the position shown in the drawings the speed of
the friction disk m, and consequently of the resistance gear-wheel g g, will correspond
with the relative normal speed of the two shafts a and b as expressed in the pro-
portion of the gear-wheels d d and e e to each other—that is, both shafts a and b
will make the same number of revolutions. When, however the governing mechanism
forces wheel toward the circumference of the friction-disk m, the motion of the
shaft b will be retarded. This shifting of the wheel operates in two ways to reduce
the speed of the disk m-first, by increasing the circle on which the wheel / travels,
and, second, by the consequent reduction of its own speed. It is also obvious that
by moving the friction-wheel only a small distance toward the circumference of the
friction-disk m the speed of the shaft will be considerably reduced. In the same
manner by shifting wheel toward the centre of the disk m the speed of the shaft b
would be accelerated. The purpose of this construction however is to provide a
transmission-gearing that will automatically reduce the speed of the driven shaft in
proportion to the load, and therefore the shifting of the friction wheel is limited

page_text: from a position giving the driven shaft b a normal speed (equal number of revolutions
with the driving shaft a) toward the circumference of the disc m, whereby the speed
of the driven shaft b is reduced.
The mechanism for changing automatically the position of the friction-wheel / on
the friction-disc m is constructed as follows:-
Flanged sleeve q loosely mounted on the shaft b and having a larger boring between
its ends, is connected by rods bq to friction-wheel l. In the enlarged boring are
provided longitudinal slots q', running parallel to the axis of the shaft. Rollers p
and pl, rotating on set screws so, securing dog-collar o to the shaft b, engage
the longitudinal slots q¹ and cause the sleeve q to revolve with the shaft b. They do
not however, prevent it from sliding longitudinally on the shaft.
in
On the outside of the sleeve q, near to its flange q r, are set rollers u and u¹
diametrically opposite each other, roller u being above and roller u¹ below the centre
of the sleeve.
In the flange qr, are provided semicircular slots ", and in these slots enter
segments ts of the enlarged hub t of pulley p b, loosely mounted on shaft b, thus
forming a clutch between the sleeve q and the pulley. Segments ts have a
sufficiently wide clearance on both ends of the slots to allow the pulley p b a swing
on the shaft and are provided with spiral ways tu and tu¹, wherein the rollers
and engage.
Collar pr secured to the shaft by set-screw 8 b, holds pulley p b in close position to
the sleeve q, and ball-bearing br, provided between the pulley p b and collar pr,
relieves the friction between them. Sleeve q is pressed against the clutch
of the pulley ph by spiral spring a c, slid on the shaft b and resting
against screw-nut collars bn, screwed on the shaft. The tension of the
spring is adjusted by changing the position of these collars b n until friction-
wheel is brought in exact position corresponding to the normal load of the
pulley p b. In this normal position rollers and u¹ will be in the position
shewn in Fig. 8 at the inner ends of the spiral ways t u and tu¹, respectively, and the
flange is pressed in brake-ring 8, provided to prevent an increase of the speed of
shaft b beyond the normal speed when there is no load on the pulley.
When the speed-governing mechanism is adjusted, the tension of the spring a c
is slightly reduced to cause the pulley pb to lag slightly under its normal load, and
thereby to force flange q r from brake-ring s. When the load on the pulley p b is
increased, its motion will be further retarded, and by this change in the relative
position of pulley band sleeve q rollers u and u¹ will be forced to move outward on
the spiral ways t u and tu', thereby pushing sleeve q against the spring ac until the
strain produced by the increased load will be balanced by the reaction of the spring a c.
Friction-wheel L. being rigidly connected to the sleeve q, will be thus shifted toward
the circumference of the friction-disk m, and thereby the speed of this friction-disk
and of the resistance gear-wheel g g will be reduced. This again will, as explained
above, increase the dead motion of gear-wheels ff and f f whereby, again, the speed
of the cog-wheel d d, and consequently also of the shaft b, will be correspondingly
reduced. When the load on the pulley p b is again reduced, sleeve q will successively
return; yielding to the pressure of spring a c in its normal position, and the speed of
shaft will correspondingly increase.
My.improved. transmission-gearing will be found well adaptable for counter-shafts
of machines running under variable load-as planers, presses, shears, punchers,
printing-presses, &c.-and especially for motors propelling cars and vehicles and for
other similar purposes.
In my specification I have endeavoured to describe and illustrate only the practical
embodiment of my invention in its construction and operation without regard to any
special use. The relative positions of the several parts will probably have to be
changed to meet specific requirements. This description, however, renders it
obvious to all familiar with the art how to adapt the construction for some particular
purpose.

page_text: 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. Mechanism for transmitting variable speed, wherein a driving shaft has fixed
thereon an internally geared wheel while the driven shaft, arranged in line with the
driving shaft, has fixed thereon an arm carrying a pinion gearing on the one hand
with the wheel on the driving shaft and on the other hand with a toothed wheel loose
on the driven shaft, in combination with means for rotating the said loose toothed
wheel at different speeds and in different directions, substantially as and for the
purpose herein described.
2. The combination with the mechanism referred to in the first claim, of a friction
disc receiving rotary motion from the driving shaft, in contact with which disc is a
friction-wheel carried by a spindle connected by bevil gear with the said loose wheel
on the driven shaft and means for shifting the friction wheel on the spindle so that
according as the friction wheel is moved nearer to or farther away from centre of the
friction disc or to the one or the other side of such centre, the rotation of the spindle
and consequently that of the toothed wheel loose on the driven shaft will be varied,
substantially as and for the purpose described.
3. The combination with a transmission-gearing for driving a shaft with variable
speed from a shaft having a constant speed, of mechanism for automatically changing
the speed of the gearing in accordance with the load on the driven shaft, comprising
an auxiliary shaft, a gear-wheel and a friction disc secured to the auxiliary shaft, a
flanged sleeve, sliding longitudinally on the driven shaft, and having an enlarged
boring between its ends, longitudinal slots in the enlarged boring, a dog-collar, rollers
rotating on set-screws, securing the collar to the shaft, and engaging in the slots of
the sleeve, rods connecting the sleeve to the friction-wheel; semi-circular slots in
the flange of the sleeve, driving pulley mounted loosely on the shaft, and having its
enlarged hub shaped into two segments, engaging in the semi-circular slots of the
flange of the sleeve; spiral ways provided in the segments, rollers set on studs,
secured diametrically opposite in the sleeve, and engaging in the spiral ways, provided
in the segments, a spiral spring, slid on the shaft and pressing the sleeve against the
pulley, screw-threaded collars, screwed on the shaft and sustaining the spring in
position, and a stationary collar adjustably secured to the shaft beyond the load-
pulley and holding it in position against the action of the spring, and a brake-ring,
surrounding the flange of the sleeve and acting as a load on the driven shaft when
the driven pulley is relieved.
4. Mechanism for transmitting variable speed, combined and operating as herein
described with reference to Figs. 1 to 4 of the drawings.
5. Mechanism for transmitting variable speed, combined and operating as herein
described with reference to Figs. 5 to 12 of the drawings.
Dated this 15th day of April 1899.
ABEL & IMRAY,
Agents for the Applicant.