US1134770A

US1134770A - Power transmitting and controlling mechanism.

Info

Publication number: US1134770A
Application number: US47774809A
Authority: US
Inventors: August Sundh
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 1909-02-13
Filing date: 1909-02-13
Publication date: 1915-04-06
Anticipated expiration: 1932-04-06

Description

A. SUNDH.

POWER TRANSMITTING AND CONTROLLING MECHANISM.

APPLICATION FILED FEB. 13, I909.

7 SHEETS-SHEET 1.

Patented Apr. 6, 1915.

I SIM/QC I I for,

, A. SUNDH.

POWER TRANSMITTING AND CONTROLLING MECHANISM.

gun nfoz A. SUNDH.

POWER TRANSMITTING AND CONTROLLING MECHANISM.

APPLICATION FILED FEB. 13. 1909.

Patented Apr. 6, 1915;

7 BHEETSSHEET 3.

I ,,,,,,l W9

A. SUNDH.

POWER TRANSMITTING AND CONTROLLING MECHANISM.

APPLICATION FILED FEB. 13. 1909.

\AW/ I \f /v Q 1 Q I Patented Apr. 6, 1915.

I SHEB'I'SSHEET 4 h VIII/fill]!!! A. SUNDH.

POWER TRANSMITTING AND CONTROLLING MECHANISM.

APPLICATION FILED FEB- I3, I909.

Patented Apr. 6,1915..

7 8HEET8-SHEBT 5.

I x A Ii m I A. SUNDH.

POWER TRANSMITTING AND CONTROLLING MECHANISM.

APPLICATION FILED FEB. 13, 1909. 1,1 34,770. Patented Apr. 6, 191a.

'l SHEETS-SHEET 6.

8 W00 m/Coz A. SUNDH.

POWER. TRANSMI'TI'I NG AND CONTROILLING MECHANISME.

APPLICATION FILED FEB- 13. 1909.

1,1 34,770. Patented Apr. 6, ma

'1 SHEETS-SHEET T.

QaUctrsT smmn, or YONKEBS, new york, Assronon To one nnnvaroacom a JERSEY CITY, NEW annsn'r, A conPonATIon or Nnvr JnnsnY.

()FFICE.

TRY, on

rown'n TRANSMTI'TING Ann CONTROLLING MECHANISM.

Application filed February 18, 1909. Serial No. 477,748.

To all whom it may concern:

Be it known that I, AUGUST SUNDH, a citizen of the United- States, residing at Yonkers, in the county of Westchester and State of New York, have invented a new and useful Improvement in Power .Transmitting and Controlling Mechanisms, of which the following is a specification.

.The present invention relates to fluid power transmitting and controlling mechanism, and, as herem shown, is particularly adapted for use on automobiles.

The. invention comprehends the use of a prime mover, a multiple fluid pressure system operated thereby, and a hydraulic motor operated by the 'fiuid pressure and adapted to be driven either at a slow speed by fluid supplied at high pressure, or at high speed with a larger volume of fluid supplied at a low pressure, the horse-power output of the prime mover remaining practically constant. r

The invention further comprises means whereby a variation of the speed and torque of the hydraulic motor is obtained by a cor- I responding variation in the pressure and quantity of fluid supplied by the pumping system.

The invention comprises a'multiple pressure system in which great variation in the speed and power may be obtained by varying the combinations of the pumping units, and a suitable motor or motors driven thereby and adapted to operate an automobile. The invention further consists of combinations and arrangements whereby the speed and power of the hydraulic motor may be regulated, and whereby the speed of the prime mover may be increased after the hydraulic motor has attained its highest speed, means being provided for disengaging the hydraulic motor from the driven mechanism and operating the latter directly by the prime mover.

One of the rincipal objects of the invention is the provision of means for utilizing the horse-power output of a gasolene engine, or other motor, to the best advantage, and to provide, in combination with the prime mover, fluid transmission mechanism whereby the speed can be changed from a minimum to a maximum, and the force varied from a maximum to a minimum,

I Specification of Letters Patent.

Patented Apr. 6,1915.

or vice versa, while substantially the full horse-power output is utilized at all times.

A still further object of the invention is to make it practicable to use high speed pumps with such mechanism, and particularly pumps which operate at a compara tively low pressure, and by suitable valve mechanism may be arranged either to del1ver a large quantity of fluid ata low pressure, or a small quantity under a high pres sure, and at the same time keep the horsepower output ofthe prime mover practically constant. I

A further object of the invention is to provide means whereby when the driven machinery is stopped a minimum of power is required to keep the gasolene engine or other prime mover and the pumps in motion.

The invention further aims to provide simplicity in construction, so that the services of skilled mechanics are not required to operate the same, and to also secure durability and safety.

The invention further consists in. novel arrangements of parts and combinations of, elements as set forth in the accompanying claims.

Referring to the drawings, Figure lis a plan view of an automobile truck with one form of the present invention applied thereto; Fig. 2 is an elevation of the same taken on the line 2-2 of Fig. 1, the rear portion of the truck being broken away; Fig. 3 is a detail view showing the valve controlling the supply of fuel to the engine, and mechanism for operating and controlling said valve; Fig.. 4 is a detail section taken on the line 4-4 of Fig. 2; Fig. 5 is a sectional plan view of the clutch mechanism; Fig. 6 is a sectional view taken on the line 66 of Fig. 5; Fig. 7 is a sectional plan view of the pumping system; Fig. 8 is a sectional elevation taken on the line 8-8 of Fig. 7; Fig. 9 is an elevation view showing a train of gearing for controlling the valves of the pumping system, the clutch, and the valve shown in Fig. 3; Fig. 10 is a part sectional elevation showing the hydraulic ma tors; Fig. 11 is a sectional view taken on the line 11--11 of Fig. 10; Fig. 12 is a section taken on the line 12--12 of Fig. 10; Fig. 13 is a section taken on the line 13-13 of Fig. 12; Fig. 14 is a sectional detail elevation ing mechanism shown in Fig. 21; Fig. 23 isan elevation view of the gearing shown in Fig. 21; Figs; 24,25 and 26 are views of. another modification, and correspond'respectively to Figs. 21, 22 and 23. v

The general arrangement of parts as shown in Figs. 1 and 2, comprises a gasolene en 'ne or other rime mover E mounted on t e frame A; 0 an automobile truck; a pumping system P connected to the engine E and comprisiniia plurality of pumps; a motor or motors adapted to be operated by fluid pressure from the pumping system P; gearing connecting the motor M to the driving axle of the automobile; a clutch K for disconnecting the motor M from the driving gearing and connecting said gearing directly to the engine E; and various controlling devices for the engine, pumps and motors. The prime mover E may be a asolene engine of any approved make, but is preferably a high speed engine, as the latter is light in weight, and is also best adapted for operating the pumps herein shown. The pumping mechanism comprises a horizontally disposed casing 1, in which is mounted a series of rotary pumps a, b, c, d, e and f. These pumps are all alike, and each comprises two pairs of right and left handed intermeshing screws adapted, when rotated, to pump-a liquid from the outer ends of the pump in toward the center. As herein shown the rotary members of the pumps are carried by parallel shafts 3, 4, 5 and 6. On the shafts 3 and 4 are secured intermeshing gears 7 and 8. Similar gears 9 and 10 are secured to the shafts 5 and 6. The

' shafts 4 and 5 are extended to receive gears 12 and 13. The shaft 11 of. the engine E- extends through the casing'l, and is provided with journaled bearings therein. Secured to the engine shaft 11 is a driving gear 14 which meshes with the gears 12 and 13. It will thus be seen that when the shaft 11 is rotated the pumps will be operated by means of the gearing just described. Within the casing 1 are journaled two parallel

cylindrical valves

15 and 16 which are adapted to connect the pumps either in parallel or in series, or to form various parallel series combinations of the pumps. The left hand ends of the valve stems. extend beyond the casing and have secured thereto the

intermeshing gear wheels

17 and 18.

The gear wheel 17 is in mesh with the mu tilated-gear wheel '19 keyed to a shaft 2( meagre Abevel gear" wheel 21 also secured to the shaft 20 meshes with a bevel pinion 22 on the rear end of a shaft 23 which extends forwardv to the steering mechanism;

' The steering mechanism "may be of the usual, or any approved construction, and as herem shown comprises. the steering wheel 24 on theupper end ofv the steering shaft 25 whlch extends. downwardly --through' a casing 26. Mounted in the casing 26 and surroundlng the shaft 25 is a'sleeve 27 the upper end of which is enlarged and pro vided with over a scale 29 formed on the flanged end 30 of the casing 26. A controlling lever 31 a pointer 28 adapted to move is secured to the upper end ofthe sleeve 27.- i

The lower end of the latter is provided with valve R of the motors M; after circulating through the motors the liquid is returned through a pipe 36 to the exhaust chamber erably a light' oil, fromthe pressure cham- V ber 34 through'a pipe 35-tothe reversing 37; from the latter it is again drawn into i the pump. When the automobile has been stopped, and the engine E continues. to operate the pumping mechanism, the circulation of the liquid is confined within the easing 1. The

valves

15 and 16 are at this time in the position shown in Figs. 7 and 15. The liquid passes from the exhaust chamber 37 through a port 38 and byway of the annular recess or passage 39 in the valve 16 to the passage-40 communicating with the outer ends of the. pump a. The operation of the latter draws liquid inwardly to the center of the pump and forces it through the port 41 in the valve casing 16, and through the passage 42 111113118 valve '16 to-the passage 43,

which communicates with the 'pumpb, the

latter pumps the liquid through the valve passage'44 to' the pump 0, which in turn forces the liquid through

passages

45,, 46 and 47 in the valve 16, casing 1, and valve 15-, respectively, to the pump d, the latter pumps the liquid through the passage 48 to the pump 6, and from thence the circulation continues through the passage 49, pump "f, passage 50 inthevalve 15, and port 51 into the chamberi37-which completes the circulation. Theeperation of the engine E, therefore, causesa circulation of the fluid through the pumps, but as there is little resistance to the circulating liquid, but ,little power is consumed. I When the controlling lever is moved to rotate the

valves

15 and 16, they successively assume the positions shown in Figs. 16 to 20, inclusive. :Wh'e'n they. are in-the position shown in Fig. 16, the circulation of the ise-We thence to the exhaust chamber 37. As all the pumps are connected in series the quantity of liquid circulating is small, but a high pressure is obtained, so that the motors M can operate with great power but at a slow speed. When the valves assume the position shown in Fig. 17 a parallel series combination. of the pumps is eflected".\ The circulation from the exhaust chamber 37 and through the pumps a, .b and c is-the same as in Fig. 16, but the pump 0 discharges through a passage 53in the valve 16 and the port 54 in the valve easing into the pressurechamber 34. The passage 46 is at this time cut off by the valves. Liquid also circulates from theexhaust chamber directly through a passage 55 in the valve 15 to the pump cl, and in series through the pumps 03, e and f to the ressure chamber as in Fig. 16. In Fig. 1 the two sets of pumps a, b, o and d, e, f, are arranged in parallel, so that double the quantity of" liquid will be circulated, but at substantially half the pressure obtained in the preceding arrangement.

In Fig. 18 the valves have reaghed a position in which the pumps a and b are an ranged in series, andthe pump 5 dischargesthrough a passage 56 into the pressure chamber. The pumps 0 and d are also in series, the circulation being from' the exhaust chamber through a passage 57, pump 0,,

passages

58, 46, 59, pump d and passage 60' to the pressure chamber. The pumps 6 and f are also in series, the pump e drawing directly from the exhaust chamber through the passage 61 in the valve 15. With this arrangement, the volume of liquid circulated by the pumps will be three times that of Fig. 16, but with one-third the pressure. WVith the next position of the valves as shown in Fig. 19, the circulation of the liquid is directly from the exhaust chamber through all the pumps in-. parallel to the pressure chamber. This arrangement supplies the greatest volume -of liquid at the lowest pressure. operate at about six times the highpressure speed, the torque being correspondingly reduced. The next position of the valves is shown in Fig. 20, and connects the pumps. in series and confines theciroulation' to the pumps, the same as with the arrangement shown in Fig. 15. The purpose of this last arrangement will be fully explained later. The motors comprise two three-cylinder hydraulic or fluid motors, connected to form aunit. This construction as herein shown is an improvement on the well-known type The motors M can now;

of six-cylinderBrotherhood engine. I prefer this type of engine as being well adapted to drive the machinery, and further, because the'liquid in the enginemay be used as a brake whenever necessary, as for example,

- going down hill with an automobile truck.

The two motors are of substantially the. same construction so that the descriptlon of.

one will suffice for both. Each motor com? .prises three cylinders N, and pistons, O.

The latter are connected by connecting rods 62 to the' 'crank-pins 63 and cranks 64 connected to themotor shaft 65. A valve casing 66 in which the shaft 65 is journaled, is

formed with arms 67 extending to the outer ends of the cylinders and bolted to the lat- These arms 67 are provided with pas-- ter. sages 68 establishing communication between the valve casing 66 and the outer ends .of the cylinders N. Within the casing 66- is a rotary valve 69 keyed to the shaft 65. The va-lve 69' comprises an outer flange-70,. an inner fian'ge 71, and a diagonally dis-- posed flange member 72 located between the flanges 70-fand- 71. The passages 68 open into the valve casin about midway between the

flanges

70 and 21, so that as the valve rotates the flange '72 will extend alternately on opposite sides of-each passage 68. The flow of the liquid to and from the motors, is

I by way of

pipes

73 and 74. These pipes, as

shown in Fig. 13, communicate with the ports 75 and 76, located respectively adjacent the flanges 70 and 71. The

pipes

73 and 74 are connected respectively by pipes 77 and 78 to the valve chamber 79 of the reversing valve R (see Fig. 14).- With the reversing valve in the position shown, the liquid from the pressure pipe 35 circulates around the valve and through the

pipes

77 and 73 to the port 75 at the left hand side of the. flange 72, Fig. 13. From thence it passes through the passage 68, as indicated by the arrow, Fig. 13, into the motor cylinder N to operate the piston O. The ports are so arranged that each piston O is moving inwardly while its cylinder is in communication with the pressure supply as just described. As the piston reaches its inner position, the flange 72 is moved past the corresponding passage 68 to bring the latter in communication with the exhaust pipe 74, and thereby permit the return movement of the'piston, the liquid being forced from the cylinder through the passage 68, valve-casing 66, port 76, pipes 74 and 78, into the reversing valve chamber 79, and from thence through the pipe 36 to the exhaust chamber 37. To reverse the hydraulic motors, the valve R is moved to the left. This cuts oif the flow of liquid from the pressure pipe 35 to the pipe 77, and puts the latter in communication with the exhaust pipe 36, through the hollow valve R. The pressure pipe 35 is now in communicatlon the arms 85 and86.

from the pipe 85 around a reduced porfro mthe pipe around a reduced portion of the valve R,-to the the operation of themotors M verse direction. 4 Y The gearing. between the motors M and the driving axle of the automobile and min the recluding the clutch mechanis mjwill new be described. Referring to'Fi gs. 5 and 6, it

which is located the other mem er 81 of,

the clutch. The latter comprises a hub'83 keyed to a sleeve 82 loosely mounted on the shaft 65, and extending into the clutch member 80. The hub 83' is formed with an extension 84 and arms 85 and 86, which form a friction surface-adapted to engage the inner surface of the clutch member 80. The free ends of the arms 85-and 86 are con-' nected by a rod 87 having right and left hand screw threads on its opposite ends engaging correspondingl y thjreaded recesses in herod '87 has keyed thereto an arm 88 by which the rod may be rotated. A slight rotation of the rod in one direction serves to separate the arms 85 and 86 sufliciently to clutch the member 80, while a slight rotation in the reverse direction draws'the arms toward each other and releases the clutch members so that they may be rotated independently of each other. A clutch K similar to the one just described comprises a clutch member 89. loosely mounted on the sleeve 82 and an inner clutch member 90 keyed to the sleeve 82. The member 90 is operated by. means of an arm 91 corresponding to thearm 88-. A sleeve 92 is splined on the sleeve 82 so as to be slidable longitudinally thereof, but preventing independent rotation of the sleeves. The sleeve 92- is connected to the arms 88 and 91 by means of links 93 and 94, and is provided with an annular recess 95. A bell-crank lever 96, pivoted at 97, has one arm bifurcated and provided with extensions engaging' therecess 95'. When the'bellcrank'lever is rotated about its pivot to'move the sleeve 92 to the left, the link 93 pulls the arm 88 downward and rotates the rod 87 ina direction to release the clutch K. ,At the same time the link 94 rotates the arm 91 so as to engage the members of the clutch K. The clutch member 89 is provided with sprocket teeth 98 toform a sprocket wheel which is connected by a sprocket chain 99 extending around the sprocket pinion 100 secured to the end of the engine shaft 11. The sleeve 82 is formed at its outer end with a sprocket wheel 101 connected by the chain102 with a driving member 103 extending to the gear pipe 78. This reversal of the valve- R therefore efiects This member is in the form idea-We Eolx 104 of the driving axle of the automo- Referring to Fig. 9, the mutilated gear wheel 19 is formed with a smooth arc-shaped snrface 105,formingfabout one-half the periphery of the gear wheel. A gear wheel 106,

provided with gear teeth 107, is formed with an interlocking surface 108 engaging the surface 105, and serving to hold'the gear-106 stationary, while the surfaces 105 and 108 .arefiin' contact.-* The gear wheel 17 is provided withanarc-shaped surface 109, also adapted to-engage the surface 105- and interlock the

gears

17 and 19. The gear wheel 106 is connected b a-link 110 wlth a horizontal rod 111. he latter is connected at one-end to the bell-crank lever 96 as shown in Fig. l. The opposite end of the rod 111 is connectedto one arm of a bell-crank lever 112 pivoted at 113. A horizontal rod 114 is connected at its rear endto the bell-crank lever 112, and extends forward to a bracket 115, in which it'is slidabl mounted. Fuel is supplied to the engine through the carbureter C and pip'es 116 and 117, leadin to the combustion chambers of the engine. he quantity of fuel I supplied is regulated by. means 'of the valve V; the latter is provided with a valve stem 118, having its free end slidably mounted-in the bracket 115. A centrifugal speed governor G, which may be of the usual orianypreferred construction, is connected to a shaft 119 geared. in any suitable way to the. engine E, so as to rotate with a speed' proportional to that of the engine. This governor carries av disk 120, the peripher of which-extends between two flange members 121 and 122 of a valve shifter 123 keyed to the shaft 118. The governor in a well understood manner causes the valve V to shift in accordance with variations in speed of the engine, and is so adj usted that it will normally permit the engine to run-at nearly full speed. On the end of the rod 114 is a stopping device 124 located between the bracket 115 and the member 121 and serving to prevent the valve V from being entirely closed. Thus when the speed of the engine becomes sufficient to draw the disk 120 back to the position shown in Fig. 3, the stop 124 prevents a; further closing of the valve. The rod 114 is also used to move the'v'alve V, as will be explained later. Still another means for operating the valve V consists in a foot lever 125 .connected by a link 126 to a bell-crank lever 127, pivoted at 128, and having an arm 129 extending downward into engagement with the valve shifter 123; The bell-crank lever 127 hasa lost motion connection with the rod 126, permitting the valve V'to be shifted into open position without moving the link 126, but permitting the latter toso desired. A foot lever 1.30 for operatin the reversing valve R is connected by a r0 131 to the reversing valve rod 132.

The operation of the mechanism thus far described will be understood from the following: Assuming the controlling lever 31 to be in the off position as shown, and the gasolene engine E to be running, the pumping mechanism P will be operatedas already described,'to cause a circulation of the oil, or other liquid,- within the pump casing, the

valves

15 and 16 being in the position shown in Figs. 7 and 15. The engine shaft 11 also operates the sprocket chain 99 and rotates the member 89 of the clutch K As the sleeve 92 is in its right hand position at this time, and the members of the clutch K are disconnected, the member 89 will rotate idly on the sleeve 82. There is therefore no power transmitted either to the motors M or to the driving mechanism extending to the driving axle. To start the machine, the operator moves the controlling lever 31 to the right to bring the pointer 28 opposite the first scale marking. This movement of the controller operates through the mechanism already described to rotate the gears shown in Fig. 9, and bring the

valves

15 and 16 into the position shown in Fig. 16. This connects the pumps with the motors M, the pumps being in series and the liquid is supplied to the motors at a comparatively high pressure, so that the latter can operate with a powerful torque to start the machine. At this time the members of the clutch K are connected so that the motor shaft operates through the

clutch members

80 and 81 to rotate the sleeve 82, and the sprocket wheel 101. The latter drives a train of

gearing

102 and 103, etc., to drive the automobile. The machine runs at slow speed on account of the small volume of liquid being circulated through the pumps and motors. As the controlling lever is moved step by step to the right, the valves successively 'assume the positions shown in Figs. 17, 18 and 19, and thereby gradually increase the volume of liquid supplied to the motors, and thereby increase the speed of the latter. Referring again to Fig. 9, it will be seen that the rotation of the gear wheel 19 during this time to operate the valves had no effect on the gear wheel 106, but has moved the teeth of the gear 19, as indicated by the arrow, toward the teeth 107 on the gear 106. The next step in the rotation of the gear wheel 19 brings the

valves

15 and 16 into the position shown in Fig. 20, and thereby cuts off the supply of liquid to the motors M as previously described, and at the same time rotates the gear wheel 106, as the teeth on the gear 19 have by this time been brought into mesh with the teeth 107. The rotation of to rotate the bell-crank lever 96, and shift the clutch sleeve 92 to the left. This opcrates to release the clutch members 80and 81, so that the rotation of the shaft 65 is not transmitted to the sprocket wheel 101, thus the motors M are disconnected from the driving mechanism. The movement of the sleeve 92 to the left also connects the members of the 'clutch K. The engine E therefore is connected through the chain 99 and clutch K to the sprocket wheel 101, and therefore operates to drive the machine directly. When the

valves

15 and 16 have been brought to the position of Fig. 20, interlocking

surfaces

109 and 105 of the

gears

17 and 19 are brought together and revent further rotation of the gears 17 an 18, so that the valves remain stationary durin any further movement of the

gears

19 and 106. The rotation of the gear 106 not only serves to shift the clutch mechanism and connect the engine directly with the drivin axle, but operates through the rod 111, be] crank 112 and rod 114 to control the valve V. If it is desired to increase the speed after the controlling lever has been moved to oper'atethe clutch, the lever is moved still further, thereby pushin the rod 114 forward carrying the valve forward and increasing the supply of fuel to the engine. It will be noted that this enables the valve to be opened in opposition to the action of the governor when the machine is running at a high speed. The governor normally operates to regulate the admission of fuel to the engine and allow the same to run at nearly full speed and horse-power, while the engine is connected to the fluid motors and operating through them to drive the machinery. he connections between the controlling lever and valve V enable the power of the engine to be increased and the speed of the machine accelerated after the disconnected. If, for example, at any time the motors M are found insuflicient to start the automobile, or to operate the same, for example in going up a steep hill, the foot lever 25 may be depressed to open the valve V wider, and thereby increase the power of the engine.

The hydraulic transmission mechanism is intended especially for use in starting and tenet,

ta es; as i it'te" refit interme rate speeds. The clutch mec anism is provided order that, the-machine" ma be driven directly-statesman asmuc of l the time 1 as practicable,a s it is 'well known in' allki'nds; transmission gears there is some loss ofpow'er'in operating the same. 15 Willi be understood that i the clutch deviceihereinfshown fishould-ajt any time get out of ordeigit would not prevent the operation of the machine, because it can be run withoutQthe use pf the clutch mechanism. Anairchamber 140 is connectedlby a pipe 141 to the ressure' chamberof'the pumpin system. his airc'hamber acts in the usua waylas a trap for any air bubbles that may get into the circulating-liquid, and also acts as a cushion device to prevent any sudden variations in the pressure of the liquid. A relief valve 142 opens from the pressure chamber 34 to the discharge chamber 37. to preventany' excessive rise in pressure. The tension Qfjthe. sprin 14:3surrounding the valve stem is so ad usted that the .valve will open when the pressure in the chamber 34 exceeds a predetermined limit. The style of pumps used in the resent system of power transmission may he varied if desired. I prefer, however, to use a rotary pump or pumps, becausethey can be operated at high speed. High speed pumps'are suitable to the type of engine best adapted for automobiles, that is, a high speed engine which may be made both verypowerful and very light in weight. Reciprocating pumps however may be used, ifin any case it shall be found that they have any advantage over other forms. A,

In Figs. 21,- 22 and 23, is shown another well-known type of rotary pumps. As here shown six pumps are connected to be driven by the engine shaft 11. Each pump comprises a gear .wheel 'or member 145 keyed to the engine shaft, anddriving a corresponding gear 146. Each pump is provided with I a separate compartment in the casing 1 A pressure chamber 31 and an exhaust chamber '37? extend along opposite sides of the pumps;.valves 15*. and 16*, similar to the valves'15 and 16, Fig. .7 control the connections between the several pumps, and between the pumps and pressure chamber and exhaust chamber. The parts shown in Fig. 21 are in a position corresponding-to Fig. 7. The arrows indicate the circulation of liquid through the pumps' In the position shown,

the valve 15" cuts ofi all communication between the pressure chamber and the pumps; 'The fluid is drawn from the exhaust cham ber 37 a through an opening 147 in the valve 16, and forced through the first pump a, and from thence through a passage 148 to the intake side of the next pump 6'. In like manner the circulation continues through the pumps 0', d, e and f. From the pump continues. through passage 149 in the valve 15*, through a pipe 150 to the exhaust chamber 37., thus completing the circula= tion. As the" valves 15? and 16 ar'e rotated, the pumps are first connected in series with the'motors M byway of the pipes '35 and 361, and may then be" connected successively in the various combinations shown in Figs. 17 to 20. The gears 17 and 18' for operating the

valves

15 and 16 are substantially like the gears 17 and18 of Fig. 19. In the present nstance, however, an idler gear 151 is placed between'the gears 17"and 18' owing to the greater distance between the valves. This of course changes the direction of rotation for the valve 16 and the assage i7n the latter may be positioned to e set the same" trifugalpumps a, b, 0 d 6 and f are keyed as usual to the engine shaft 11. When the liquid enters each pump at the intake 152 at. the center of the pump it is thrown 'by centrifugal' force through the passages 153 to the annular passage 154C surrounding the rotary member. of the pump. From. thence the liquid can circulate through the passage 155 to the intake of the next succeeding pumpkin this manner the. liquid may flow from the exhaust chamber 37 through the pumps in series, and by we of the pipe 156 back to the-exhaust cham r. The

rotary valves

15 and 16 are provided with passages so disposed that as the valves are fotated the pumps may be connected to the motors and various combinations obtained as in the other forms of pumps. The arrangement of'gearing shown in Fig. 26 comprises two idler gears, 151 and 151 between the

ears

17 and 18, the latter gears corresponding to the

cars

17 and 18 of Fig. 9. T have shown t ree styles of rotary pumps and valves adaptedto eflect the proper communications and combinations of these pumps, but it will'be understood that other'styles of pumps and also variations in the forms of valves may be employed. ll therefore do not Wish to be limited to the particular combinations shown. The principal object in the arrangement. of the pumps and valves is to enable more than two speeds to be obtained as it is desirable to have at least four or more difierent speeds. The pumping mechanism is preferably arranged so that when the oil is not used for driving the fluid motors, it will pass through the pumps with but little pressure. In this way the moving parts of-th'e pumps are altoo ways kept Well lubricated. The gearing for machine will be increased as the clutch mechanism is oplerated to connect the engine directly with t e driving axle of the machine. In other words, for a given speed of the engine, a greater speed is obtained when the engine is connected directly to the driving axle than when the power is transmitted through the 'umpi-ng mechanism with the pump connec d in parallel.

While I have shown the valves diagram matically in order .to clearly illustrate the principles of my invention, I may 1n practice make use of balanced valves in order to reduce to a minimum the power needed to operate the valves. I have omitted the illustration of balanced valves as they would only complicate the drawings and make them more difiicult to understand;

In practice the speed mechanism Wlll be made partly of steel and partly of aluminum when it is intended for use with automobiles, as it is important in such cases to reduce the weight of the machinery as much as possible.

The'present invention is adapted for various uses, such as operatin winding drums "for elevators, for use on rai way trains, with various types of prime movers, in power 1nstallations, etc.

-I wish not to be limited to the particular forms of controlling levers and other controlling mechanism shown, as the same may be arranged in many different ways.

Various changes in many of the details of construction and arrangements of parts might obviously be made without departing from the spirit and scope of the invention. I wish therefore not to be limited to the particular construction herein set forth.

What I: claim as new and desire to secure Wetters Patent is The combination wlth pumping mechanism, of a fluid motor, means for conveying fluid under pressure from the pumping mech- "anism to the motor, and means for varying the arrangement of the pumping mechanism as by series and parallel working to vary the volumeand pressure 9f fluid delivered thereby, the pressure varying from a maximum to a minimum in a plurality of steps.

2. The combination with pumping mechanism comprising a plurality of pumps, of a fluid motor, means for conveying fluid under pressure from the pumps to the motor, and means to vary the connections among the pumps to eflect a variation in the volume and pressure of fluid'delivered to the motor,

the pressure varying from a maximum to a minimum in a plurality of steps.

3. The combination with a fluid motor, of a plurality of pumps, a plurality of passages connecting the several pumps with each other and with the motor, and means for varying the arrangement of said passages in successive steps to effect a gradual variation in the volume and pressure of fluid delivered from the pumps to the motor, the pressure varying from a maximum to a minimum in a p urality of steps,

4. The combination with a fluidmotor, of

a plurality of pumps, passages for conveying fluid between the several pumps and between the pumps and the motor, and valve mechanism operable to vary the arrangement of said passages and thereby vary the pressure and volumeof liquid delivered to the moto'r, I the pressure varying from a maximum to a minimum in a plurality of Steps. i 5. The combination with a fluid motor, of a plurality of pumps, means for conveying fluid from the pumps to the motor, and means for varying the communications be tween the pumps in successive steps from a parallel to a multiple series and series communication, or vice versa.

6. The combination with a fluid motor, of

a plurality of pumps, communicating pas-- sages between the several pumps and between the pumps and the motor, and means for varying the arrangement of said passages to effect the flow of the fluid through the pumps in series, in multple series, and in multiple, successively.

7 The combination with a fluid motor, of a plurality of pumps, communicating passages between the several pumps and between the pumps and the motor, "alves controlling said passages, and operable to connect the pumps in series, in multiple series, and in multiple, successively.

8. The combination with a fluid motor, of a plurality of pumps, communicating passages between the several pumps and between the pumps and the motor, means for varying the arrangement of said passages to connect the pumps all in series or in two parallel sets, with the pumps of each set connected in series, or in more than two parallel sets with the pumps of each set in series, or with all the pumps connected in parallel.

9. The combination with a fluid motor, of a pressure chamber, means for conveying fluid from the pressure chamber to the motor, a discharge chamber, means for conveying the fluid from the motor to the discharge chamber, a plurality of pumps communicating with said chambers and with each other, and means to vary the arrangement of the communicating passages to connect the pumps either in series, in parallel series, or in multiple, between said chambers.

10. The combination with a plurality ofpumps, of av fluid operated reciprocating motor having a plurality of cylinders, means for conveying a fluid from the pumps to the motor, and means associated with the pumps for effecting the flow of fluid through the pumps, either in multiple, in multiple series or in series, and thereby varying the pressure and volume of fluid delivered to the motor vary the speedtand torque of I lat- I tar; I

means to efl'ect thedelivery of fluid Icy the 'pumpsyeitherin'multiple'under a minimum pressure, orin series with a maximum pres- I of a pluralit 1 7 sure, or in multiple series in 'aplurality oi steps with the; pressure corresponding to the volume of fluid delivered bythe pumps.

12.- The combination with a'plurality of rotary pumps, means ,for driving the same at a uniform speed, a hydraulic\motor,' a

shaft member rotated thereby, means for conveying fluid from the pumps to the motor,

-controlling mechanism to connect the pumps in multiple whereby'the fluid will be delivered at. a minimum pressure, and to connect the pumpsin series whereby the fluid will bedelivered at a maximum pressure, and in multiple series to obtain an intermediate pressure.

' 13. The combination with a plurality of pumps, of a hydraulic motor, means. for delivering fluid from the pumps to the motor,

and controlling means to eflect'the operation of the pumps in multiple with 'a minimum fluid pressure, in series with a maximumfluidpressure, and in multiple series with a fluid pressure between a maximum and a minimum.

14. The combination with a plurality of pumps, of a reciprocating multiple cylinder motor, means to convey fluid from .the pumps to the motor, means to direct the fluid through the pumps in multiple, means to direct the fluid through the pumps in multiple series, in a plurality of steps, and means to direct the fluid through all the pumps in series. V

15. The combination with a fluid motor operable to produce a rotary motion, of a' plurality of pumps arranged to be connected in series, series parallel and parallel, controlling mechanism for the pumps, operable to produce an increase or decrease in the pressure of the fluid deliveredby the pump in a plurality of steps, the pressure varying from a maximum to a minimum, or vice versa.

16. The combination with a fluid motor adapted to produce a rotary motion, of a plurality of pumps, means for conveying fluid from the pumps to the motor, and controlling means operable to vary the quantity of fluid delivered by the pumps from a minimum to a maximum or vice versa by connecting the pumps in series, series parallel and parallel. Y

17. The combination withha fluid motor, of pumps for pumping a fluid, means or conveying the fluid to the i motor, and controlling mechanismoperable to connect the pumps in series, series parallel a sentiment-t at eta-tat at a igh" pressure and sma l volumaor at a low ressure andl arge volume.

18. he combinationwith a, fluidmotor,

of a plurality of pumps, means for eonvey-,-

ing fluid from the pumps to the motor, means for -directing'the fluid through the pumps, either in ser es, in multiple series, in a plurality of steps, or in multiple, and thereby securing a variatdipn in the volume and pres sure of the liqui and a. reversing valve for the motor controlling the direction "of'rota= tion of the motor. 7

19. The combination with an internal 7 combustion engine, of a plurality of pumps,

; driving connections between the" engine and pumps, a fluid motor, means for conveyin fluid from the pumps to the motor, an variable means for "directing; the flow oi? fluid through the pumps in series, series multiple and parallel to secure a variation .in the volume and pressure ofthe fluid delivered to themotor.

' 20. The combina'tion with an internal combustion engine, of alurality of pumps connected to be driven t ereby, a fluid motor associated with the pumps, and means for connecting the pumps in series, series 'multiple'and parallel "for efl'e'cting a variation in the quantity and pressure of fluid delivered by the pumps without varying the speed or horse-power output of the engme.

21". The combination with 'an' internal combustion engine, of a plurality of pumps operatively connected thereto, a'fluid motor, means for conveying fluid under pressure from the. pumps to the motor, and means for connecting the .pumps'in series, multiple series, and multipleso as-to vary the volume and pressure of fluid delivered by the pumps, in a plurality of successive steps without varying the speed of the pumps.v

22. The combination with an internal combustion engine, of a plurality of pumps 7 driven thereby, variable means for directingthe flow of a fluid through the pumps either in multiple, multiple series, or in series to secure a large quantity at low pressure, or a small quantity at high pressure, and au- .tomatic means forgoverning the speed of the engine. r

23. The combination with an internal combustion engine, of a plurality of pumps driven thereby, controlling means to direct the flow of fluid through the pumps either in multiple, in multiple series, or in series, successively, or vice versa, a motor adapted to be operated by fluid pressure from the pumps and means to automatically govern the horse-power output of the engine.

24. The combination with an internal combustion engine, of a series of pumps driven thereby, controlling means for directing the flow of fluid through all the pumps in multiple, or in multiple series in a plurality of tim steps, or-through-ell the am s inseriea a motor adapted to be operiited hy fluid priass sure from the pumps and automatic means for governing the sseed of the-engine and coiiperating with sai .controllin means and operative to maintain the spec of them:- gme practically constant. a

25. The combination with an internal combustion engine, of a plurality of pumps driven thereby, controlling means for. directthe flow of fluid through the pumps, eit er immultiple, or in multiple series, or in series, means to automatically maintain the speed of the. engine substantially constant, a motor adapted to be operated by fluid pressure from the pumps -and additional means operable manually to increase the speed ofthe engine.

26. The combination with an internal combustion engine, ofa plurality of-pumps connected to be driven thereby, controlling means to effect a variation in the. volume and pressure of the fluid conveyed through the pumps by connecting the pumps series, series parallel or parallel, means to automatically govern the supply of fuel to the engine to maintain the same at a practically constant speed, and a motor adapted to be operated by fluid from said pumps.

27. The combination with an internal combustion engine, of means for automatically governing the speed of the engine, a

pumping system connected to be driven by the engine and comprising a plurality of pumping units, and means for directing the flow of fluid through said pumping units either in. series, series parallel or in parallel, and a motor operated by fluid from said pumping system.

28. The combination with" an internal combustion engine, of a plurality of pumps, mechanism operated by fluid pressure sup.- plied by the pumps, communicating passages. connecting the pumps and said mechanism,

and means for varylng the arrangement of said passages to eflect the flow of fluid through said pumps either in parallel, in series-mul-tiple', or in series to said mechanism or through the pumps independent of said mechanism. Y

29. The combination. with pumping mechanism comprising a plurality of pumps, of means for driving the pumps, means tor directing the flow of fluid through the pumps either in multiple, in multiple series, or in series, mechanism operated by said. fluid, and means for directing the circulation of the fluid through the pumps independently of said operated mechanism.

30. The combination with a plurality of pumps, of mechanism. adapted to be operated by fluid pressure from said pumps, a prese sure'chamber and an exhaust chamber communicating with said mechanism, commu- 65 nieating passages between.the-pumps-, and

shaft connected thereto ior rotation,- a. plu-' the fluid from the pressure chamber, to said between the exhaust;- chambers and the pumps, means for varying; said pass: to connect the amps with said mechr amsm. either in; paralkel, ini-multipleseries, or in series, or to efl'ec acirculationof fluid-30 through; the'pumps mdependently. of said mechanism. J I $1. In pnwer transmitting mechanism, the combination with. a: fluid motor, of a at relity of. pumps, a pressure chamber communicating w1th the pumps, communicating passages between the pumps, means for varying the arrangement of said passages to connect the pumps either in ser1es,'multiple\s ean mes, or. multiple, to etfecta correspondin variation in-'..the pressure and volume 0% fluid transmitted from thepumps to the pressure chamber, and'means-for conveying fluid motor.

32'. In power transmitting mechanism, the

combination with a fl uid. motor, of. a pluralrty of pumps, a pressure chamberan'd an exhaust chamber, communicating passages b'etweenthe pumps and betwee the latter and the pressure. andfexhaust chambers, means for varying the arrangement of. said passages to convey fluid" from the exhaust chamber tothe-pressure chamber, through the pumps, either in multiple, or in multiple series, or in series, means toconvey the fluid from the pressure chamber tothc motor, and means to return the fluid from the motor. to the exhaust chamber. 4

339 The combination in power transmittingmechanism, of a prime mover, a plurality of pumping devices connected thereto, a fluid motor, means for. directing fluid through said pumping devices either. inmultiple, in multiple series, or in series, and means for conveying said. fluid from the pumping devices to the fluid motor.

34. In fluid power transmission. mechanism, the combination with a: fluid motor.- of 3.10 a plurality of pumps, an'internal combustion engine connected to operate the pumps, valve mechanism, ports and passages formed in the pump casings and valve mechanism, means for operating the valve mechanism and thereby varying the connections between the pumps from a series to a: seriesparallel and parallel relation to efl'ect a discharge of fluid from the-pumps either at a high pressure. or a low pressure with a cor.-

combination with .a fluid motor, of aplurality of pumping'devices, a prime mover connected to said devices, communicating passages extending between .sald pumping devices, means for varying the arrangement at; we. passages: tecquaee .aa-idi p p es devices'either in-niultiple or in multiple ee ries or in series,-and thereby va the speed and torque of the fluid motor, an means for conveying fluid from the pumping-dev ces to the motor. I 'i mi; '1 36. In fluid power transmisslon ;mechanism, the combination with a prime movenpf pumping mechanism comprising a plurallty of pumps, a fluid motor, ;means for con-' speed and with abigh torque, and the speed gradually increased and the torque correspo'ndingly decreased. I

37. In a fluid power transmission system, the combination with an internal combustion engine, of a plurality of pumps, a fluid motor, means for conveying fluid from the pumps to the motor, valves associated wlth said pumps "and formed with passages for conveying fluid, ports between said passages and the pumps, and means for operating the valves'and thereby securing a variation in the connections between the pumps from a series connection to a series parallel and parallel connection, and thus obtainlng a variation in thepressure and volume of fluid transmitted from the pumps to the motor.

38. In. fluid power'transmission mechanism, the combination with aninternal com bustion engine, of a fluid motor, pumping mechanism, a pressure chamber, means for conveying fluid from the pressure chamber to the motor, an exhaust chamber, means for conveying fluid from the motor to the exhaust chamber, valves associated with the pumping mechanism and formed with passages for conveying fluid, ports and passages adaptedto connect-the pumps with said passages in the valves, ports adapted to connect the pressure chamber and the exhaust chamber with passages in the valves, and means for operating the valves to vary the arrangement of said passages and ports to successively connect the pumps with the pressure and exhaust chambers, either in multiple, or multiple series, in a number of steps, or in series, or-vice versa, thereby effecting a corresponding variation in the pressure and volume of fluid transmitted from the pressure chamber to the motor.

39. fluid power transmission mechanism, the combination with a prime mover,

of pumping mechanism, a fluid motor, means for of sai 0 p ea... Thecombmat on wither; instruct inseam operating the valves to vary-the arrangement of said passages and thereby eflect a variation in the pressure and volume of fluid delivered to the motor, said valves being operable also into position to cut ofl the flow of liquid to the motor and direct its circulation through the pumping mechanism,

' 40. In fluid transmission mechanism, the combination with a prime mover, of pumping mechanism connected thereto comprising a plurality of pumps, a fluid motor associated with the pumping mechanism,

, means for varying the quantity and pressure of fluid transmitted from the pumps to the motorby connecting the pumps in series, series parallel and parallel relation, and automatic means to maintain the speed of the prime mover substantially constant during such variations.

41. The combination with a prime mover,

of a pump connected thereto, a fluid motor adaptedto be operated by fluid from the pump, an element connected to the motor to be driven thereby, means for connecting said driven element to the prime mover,-and a single controlling device operable to disconnect the driven elementfrom the motor and connect it directly to the prime mover, and at the same time increase the speed of the driven mechanism. f

' 4:2. The combination with a prime mover, of a motor, means for driving the motor by power supplied from the mechanism adapted to be driven by the motor, a clutch between said mechanism and the motor a clutch between said mechanisrn and the prime mover, and a single device for operating said clutches to disconheat the motor from the driven mechanism and connect the latter directly to the prime mover, the direct connections being such as to efl'ect an increase in the speed of the driven mechanism.

43. The combination with an internal combustion engine, driven thereby, a fluid motor associated with said system and operated by fluid supplied thereb an element connected 'to said motor and operated thereby, and a device for disconnecting the motor from said driven element, and efl'ecting a mechanical connection between said driven element and the en 'ne, causing an increase in the speed driven element.

of a pumping system 1 prime mover,

element connected to the motor, means for increasing the speed of the engine, and a single device operable to effect a disconnectionof the driven element from the motor, and a direct connection of said element to the engine, and operate said speed increasing means after said direct connection.

45. The combination with an internal combustion engine, of pumping mechanism connected thereto, a fluid motor, means for conveying fluid from the pumping mechanism to the motor to operate the latter, means for varying said pumping mechanism to efi'ect a gradual variation in the speed of the motor, a driven element connected to the motor, -means for disconnecting said driven element from the motor and effectmg a connection between said element and the engine resulting in an increased speed of said element for a given speed of the engine, a speed governor for the engine, and a manual device operable to effect a gradual increase in the speed of the driven element in the following successive steps: first, efiecting said varlation in the pumping mechanism to gradually increase the speedof the motor, second, disconnecting said driven ele-, ment from the motor and connecting it to the engine, and third, effecting an increase in the speed of the engine,

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses,

AUGUST SUN DH.