US823970A - Variable-speed mechanism. - Google Patents

Description

No. 828,970. 1 PATENTED JUNE 19, 1906.

" A. W. PUPKE.

VARIABLE SPEED MECHANISM.

AAAAAAAAAAA FILED AUG. 3. 1905.

No. 823,970. I I Y PATENTED JUNE 19, 1906.

- A. W. PUPKE.

VARIABLE SPEED MECHANISM.

APPLICATION FILED AUG. 3, 1905.

4 MEETS-SHEET 2.

W/TNESSES: WV To? I m I f flMA% X AfTOHN/EM No. 823,970. PATENTBD JUNE 19, I906.

' A.- W. PUPKB.

VARIABLE SPEED MECHANISM. APPLICATION FILED AUG. 3. 1905. M

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Pmmumoammn w M N0. 823,970. PATENTED JUNE-19, 1906.

' A. W. PUPKE.

VARIABLBSPEED MECHANISM.

APPLICATION IILEI) AUG. 3'. 1905.

4 SHEETS-SHEET 4.

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v ARNOLD W. PUPKE,v or l IE W-YORK, N. Y.

YARlA-BL E -s PE ED EIGHANIISM Specificationof Letters Patent.

P-atentedfJ'une 1 9, 1 906.

.7 Application filed August 3, 19.05. Serial No.272,459.

T aZl whom it may concern:

. Be it known that I, ARNOLD-WIPU'PKE, a citizen ofthe United States, and a-resident-of theborough of Manhattan, city, county,and State ofNeW York, have invented a new and useful Improvement in Va riable-Speed Mech- .anism,. ..well adapted -to general use, but

especially to automobiles, .aut-oboats,.. and the like, of which-the-following is aspec ification, reiereneebeingrhad. to the-accompanying drawings, in. 'Wl'li0l1 Figure 1 illustrates aplan .viewof the mech anism. Eig- 2fillustrates an elevationthereof, one ofthe sides ofptherframe bcing.removed. Figs..3and4illustrate,respectively, the two halves or twin pieces of one ofthe in- .termediate adrivingrgears. F igs. -5 .and .6v illustrate,. respectively, the two-halves or twin pieces ofthe other -1ntermediatedrivinggear, Fig. 6 being-shown in section on the line 1 1V of. Fig. 1. Fig.7 illustratesamod'ified construction shown in elevationone of the mechanism beingremoved. *8 illustrates still.- another modified construction,

one of the side plates being removed.

. Before-.describinglthe invention in detail I vWill state, generally. its constructioniand method of operation.

The mechanism embodies a driving-shalt,

which may. bethemotor-shaft or one-geared t0 it. That I Will callthe ff-povver-shaft.

It is alsoisupplied with a driven shaft orthat which carries, directly or indirectly, the driving-Wheels inan automobile, "the propeller or .its equivalent inran autoboat .orthe corresponding apart inaothenmechanism. Upon each of.these'shaftsis. agear, preferably. :an

' twogears isarranged a-countereshaft, which ordinary spur-gear. T'They may, however be gears of'other construction. .Betweenthese pacts merely as a. support f0 rthe broken gearing .throu-gh-which- I effect the differential speeding of .the machine,-andupon it-are mounted sectional or broken gears. Which Joperateas hereinafter explained. They mayall run loose. upon the counter shaft or ones-hall of themv may bekeyed to it, since it is immateri'al Whether that shaft .be. stationary .or adaptedto rotation. The mechanism like- Wise embodiesa. system of levers vor their equivalent and a controller which coacts With .them. T-hese levers are .arranged'somewhat after the manner of toggle-leversinv other mechanism..t-hat.is tosay, the ends of all of them are pivoted' together+arid..at two oppo .sitepoints where the pivots are located.that

-is to: say, on opposite sides of the four toggle .levers' or. b.arsthey..are connected Withthe .two pairs ."ofsectional or broken gears, andat the tWo .othcrcornersor .angles.. 'of the levers there; are: preferably. arranged. antifritionrollers Whichengage with'the controller; This controlleris an adjustable structure, Withthe .inner curved 1 surface or. which {the ..antifric ti on-rollers referred. to. .e ngage,-l-and thev controller. is adapted to. be...adjustedconcem tric'ally fiand ,eccent'rically..;relative.v to .Ithe counter-shaft. upon which .i'the', broken; gears are mounted. The pairs of. broken gears are .so. arranged that the} intermissions. in. the teeth or cogs 'thereofare .out of coincidence -Witheach other. The.resi1lt,-.as W111 beseen later on, is thatlalthou h.the.driven or: motor gear may revolve; Wit uniform speed and side plates of ithe-supporting-frame .of. the I during a small part of each of its revolutions is. in engagement Witli' both of the pairs: of l broken ,.gears, yetiduring the. greater. part "of eachrevolutionwit-is .in engagementwith one paironly, and during that time the other pair,

. which then transmits the powertothe driven shaft, runs slower. because :of the retarding action of the load acting;throughthe system of levers referred to .andlthe controller. This fundamental system or principle may be embodied in a variety of constructions. I have Lillustrated three in 'this.. ap,plication. I Will first vdesc ribeithat which is illustrated in Figs.

1 to 6', both inclusive.

:Arepresents themotor-fshaft'; .B B, any suit- -able framework provided-With. bearings for the support of the shafting. O is a geaiikeyedtoithe motor-shaft A.

is the driven shaft. .upon rwhich ;,the

@driven wheels, propeller, or. equivalent-part, tasQthe zcase .may:. be,.;are mounted. 111E: is, a a gear keyed thereto.

' Fis a-countenshaft upon which the broken or speed differentiatinggears;are mounted.

One .pair :of these. brOkengears is. shown atG .G, the other .pair .at H. I-The :gears G G are in-the drawingsishown asrrigidly connect -edrtogether. by a. strong web. .oncross-piece I,

. which may beneficiallybereinforced by bolts J .J, Which-pass throughthewgears' .Gr'Gr-,.-ai 1d .throughlthe. web. 1' Insteadofthe Web ith-is I K K, which meet at that point.

pair of gears may beneficially be united or made practically integral by suitable attachment to the shaft F, so that they will neces sarily travel together. The other pair of gears H H also constitute, in effect, a single gear. Indeed they may both be cut from the same piece of metal, one of the gears constituting one half of the metal the other or companion piece the other half. I call them two gears because the space in which the gear teeth or cogs are intermitted differ in the two parts.

K K K (see Fig. 2) are the system of levers to which I have referred. They are pivoted together at L L and L L, and at the two latter points the pivots are provided with antifriction-rollers M M, and at the other two points they are engaged with the pairs of broken gears, respectively-that is to say, the pivots L are extended on the inside of the levers and constitute trunnions, which enter, respectively, the pairs of gears G G and H H. In fact, in the case of the gears G G, I may utilize one of the bolts J, which holds the webs I in' position, as such trunnion, it being extended so that its ends, which project beyond the gear G, will constitute the trunnion for the ends of the levers If this pair of gears are united by means of attachment to the shaft F, as heretofore intimated, then a mere hub or stud upon the gear G may serve as the pivot or trunnion. As to the other pair of gears H H, I prefer to provide them with a strong laterally-projecting bolt or trunnion which shall have stiffness enough to withstand the thrust of the parts in operation. must be of sufficient length to extend across the thickness of the gear G, so as to engage with the levers K K and should therefore be strong. It of course extends across the gear G at that part of it where the teeth are intermitted, or if the construction is such that it is desirable to have the teeth at the place where this pin. or trunnion should pass, then the gear G may be suitably slotted to permit the passage of the trunnion without binding. In order that the, cogs or teeth of the spur-gears C and E may, smoothly and without jarring or jamming engage with the teeth of the broken gear, prefer to chamfer ofi the face of the leading tooth on each of the broken gears, as showr'i,at N. This is not essential, however, and since it weakens that tooth somewhat it may be preferable under certain conditions not to do 'so.

The controller mechanism is as follows:

0 0 (see Fig. 2) are two substantially semicircular-shaped bars or plates of metal, which are pivoted at P P to cross-bars Q Q, which are mounted on the sides of the frame B B. Any other preferred fulcrums may be substituted; but I prefer these bars because of their strength and reliability. These con- It will be noted that this trunnion troller-bars are preferablyprovided withhubs R, so that they may be more securely supported upon the fulcrums Q Q.

S is a pin which may conveniently be set in an ear T on the controller-bar O, with which is connected a link U, the other end of which engages with a bellcrank lever or other equivalent devices, whereby the adjustment of the controller may be secured. The link U is indicated merely in dotted lines, and the bell-crank lever or its equivalent is not shown at all. Such devices are in common use in a variety of forms, and specific description and illustration thereof is not necessary.

V is a slot made in the side frame B, through which the pin S may freely slide or pass in the adjustment of the controller. It is shown in the construction illustrated because it is desirable; but other constructions may be such as not to require it.

In order that both parts of the controllerthat is to say, the part O as well as the part Omay be simultaneously and coextensively adjusted, I unite the two together in any suitable manner, so that the movement of one will effect a corresponding and coextensive movement of the other. In the example illustrated I effect this by cutting a slot W in the end of the part 0, in which. works a pin Y, which is fast in the corresponding end of the other part 0, so that when the part 0 is moved by the controller lever or link U the part 0 of the controller will be correspondingly moved. In this way, as will be readily seen, provided the fulcrums P and I are properly located, the two parts O and O of the controller may be moved in such position that the interior surface thereof will define substantially, although not ex- .actly, a circle which will be concentric with the shaft F, in which position there will be no differential speed produced, yet, on. the other hand, by the proper manipulation of the link U, through the speed-regulating lever, these controllers may be moved into such position that their interior surfaces will inclose a space of irregular outline and when in this position will be more or less eccentric to the shaft F, depending upon the degree of increase or decrease of speed desired.

To recapitulate, the operation of the apparatus as thus far described is as follows: It will be noted that the power-gear C is offset relative to the driven gear Ethat is to say, the gear 0 can mesh only with the gears G and H, whereas the driven gear E can mesh only with the gears G and H. Consequently the gears G and H receive all the power and the gears G and. H carry all the load. As shown in Figs. 1 and 2, the mechanism is in the position in which the differentiation of the speed is about to take placethat to say, the gears G and G being connected together, as above explained, they move as a unit and the gears H and II, being likewise connected together, they move as. a unit, and I the power is always applied: to they gears G and H, andthe load is always carried-byithe gears G and H andthe location and'arrangement of the 1 intermissions "of the teethv in these several gearsis such that thepower-is applied toG half of the time and-to H halfof the time, and the loadiscarried by H Y half'of the time and by'Ghalf of thetime.

1 The principle upon which the; mechanism operates is as folllows: Thepoweris applied to but one of each-"pairof-theaintermediate gears atanyonetime, (except momentarily, as hereinafter explained) and theloadis carried by the other of each pairin a similar man- 7 ner. Also as stated, the intermediate gears =have= oscillatory movement relative :to" each other, aswell-as a' revolving movement; about the shaft. Therefore when the parts are :arranged as described and illustrated the power will part of'thetime-be applied to'the gear G and theload be carried by:thex'gear H, and part of thetim'e the power'will begapplied to the gear and the load I carried by the gear G, and at no time, except momentarily during the'transfer from one tothe-other, :do the two-:to wit, the power and the: load.act upon thesame'gear. Oonsequentlytherej-is always, excepting: at such=momentary;pe-

riods, a-tendencyon the part of the loadto hold back- :or retard the rotation, and this results in an oscillating'or reciprocating motion of the two pairsofgears relative t-o each'other, there being one full oscillationin eachrcomplete revolution of the driving-gear C, and this nmoveme'nt is permitted and-its degree regu- 'lated by the controller O 0, above described-that is to say,= when they. are 0911-,

centric with the shaft-F then a-relation-of equilibrium, sopto speak,xis established, wherefrom no differentiation in ,speed results. As, however, the controller-is adj usta ed more .and :more' eccentric to the' shaft F,

thencorrespondingly the degree of differentiation increases, and this eccentricity is effected and controlledbytherlink U and coacting parts with which it-connects, as above described. Obviously the differentiation in speed referred tomay be carried to quite extremelengths, there being no :limit excepting those defined by. the successful operation of thepartsas rapidly-moving mechanism.

A machine made upon the plan=as=defined in the drawings, Figs. 1 and-2,affords modi- 55' zhalfespeed, the; speediof the motor being con- -fications' in speed ranging from full speed to stant. It: will not,-,-'however, in all cases'be desirable, because of mechanical complications, to so markedlydiiferentiate the;s eed to cut it in half. In. many instances, ow-

ever, this may advantageously-be-done as,

forexample, in rotary pumps-andothersimi "larinstances; where from the nature of the --use the mechanism is'relieved partly. atwleast from the strains which it would encounter in,

tor-shaft, E the driven gear.

as shown, for example, in Fig. 1,:and fof the other pair ofdifferentiating intermediat'e gears, as likewise shown in Fig. 1. O

sa -7t I 533 other uses. 7 As above stated, there is at the time of the transition of the power and load from one'set of gears to the other momentary coincidence in movement;but this occurs so instantaneously and the movement of the parts is-sorrafpid that its effect upon the rnovement of t e vehicle is scarcely perceptible. The "weight of the .mechanism, the

spring of the parts; and the inevitable lost motionaoffset or compensate-for this in the samemanner as similar-1 speed irregularitles are compensated forwinwvarious classes of mechanism now in .use.

-Applying. the above to the illustrations Figs; 1 andj2, the parts are illustrated-inthe position they occupy as the'transition is just about to take place that is to :say, the :p'owerfrorn gear 0 is-just pasing on to the .gear G and the gear G is-justleavin the gear E, which is nowiniengagement wit the gear H, as shown in, Fig. 2, in which the controllers are shown in-a position of almost, but

not'. uite, their greatest eccentricity, and the anti 'ction-ro'llers MMareshown inengagement withthe controllers at opposite sides there'of,=and consequently the gear H-is set 'over'nearlyto theendoflthe brokeneaway or As before stated, there will .be a momentary. acceleration of speed in'the-load-shaft when the,power-sheiftchanges mesh from one pair of intermediate-gears to theother 'pair,-because then the power and the load shafts will momentarily move at the same the train will bev without the momentary acceleration of speed.

Referring now to the modified construction' in Fig. 7, I show it in a; much simpler 'form of -:mechanism, 1 which, however, embodies-thesame underlying principles. The construction and operation of the devices in this figureare as follows: The parts, so faras they coincide with the parts already-=described, 'are-designatedby the same reference-letters-that is to say, B representsone speed ,but if thedevicebe constructed in J'duplicate, so thatoneset of differentiatinggearssarewplaced in train after the other and vso adjust them'that the :periods of change do not-coincide then the-motion atathe=end of of the side frames, 0' the'gear upon'the mo- Ggisone of the intermediate speed-difierentiatin gears,

isone Osare thecontrollers. They are pivoted .and supplied-with'the other appliances and adapted to the movements, all substantially as above described. Indeed this modified machine is or may be the same in all respects as that already described, excepting that the four separate toggle-arms or levers marked K K K K in the former construction are in this present one replaced by two bent arms 1 1 and 2 2. The bent arm 1 1 is pivoted at 3 to the gear G and the bent arm 2 2 is pivoted at 4 to the gear H. 5 represents an antifriction-roller at the apex of the bent arm 1 1, and 6 represents a similar antifriction-roller at the apex of the bent arm 2 2. These rollers engage with the inner surface of the controller the same as before. On the end of one of the members of each of these bent arms there is formed a slotted enlargement. On the arm 2 2 this appears on. the upper member and is shown at 7. On the arm 1 1 it appears on the lower member and is represented by 8. The pivots 3 4 are in this construction studs or trunnions, substantially the same as heretofore described, and they act as axes for the bent arms, in the manner to be described, and also as means whereby those arms are connected to the appropriate gears. The substantially vertical member of the bent arm 1 1 is pivoted to the trunnion 3, and the substantially vertical member of the bent arm 2 2 is pivoted upon the trunnion 4. The other members of each of these bent arms have enlargements or cars 7 8 upon them, as heretofore stated, which are radially slotted, as shown, and the trunnions 3 and 4 are adapted to work in and out through these slots.

The operation of the apparatus shown in Fig. 7 is as follows: The application of the power and the load and the adjustment of the controllers and the engagement of the rollers 5 and 6 therewith are all as heretofore described. It will be observed, therefore, that when the power is applied to the gear G and the load carried by the gear H the gear H has a tendency to lag behind or be retarded in its rotation. Consequently the bent arm 1 1 will be forced outwardly relative to the axis F, and this movement will be permitted by the passage of the trunnion 3 through the slot made in the ear 7. Likewise when the transition from the gear G to the gear H takes place the same operation will be permitted by the passage of the trunnion 4 through the slot made in the ear 8 upon the bent arm 2 2. These movements effect substantially the same results in substantially the same manner as in the case already described.

In Fig. 8 I show another modification. In it a represents the motor-shaft, b the gear thereon which meshes into the two-part gear composed of the gear 0 and another gear d.

' These are both mounted loosely upon the driven shaft (e. The teeth are intermitted in the gear 0 throughout a portion of its cir.

cumference, as shown, and the teeth on the other gear are likewise equally omitted. f is a double crank-arm provided with slots 9 g at opposite ends and with a hub h, which is keyed by a key i to the shaft 0. j j j are the four levers substantially the same in function as the levers K of the other figures.

They are pivoted together at their ends, as.

shown, and at the pivot it two of these arms are connected to the gear (Z, and at the pivot is the other two are pivoted, to the gear 0, the pivotal connection at these points being, in effect, a stud or trunnion whereby the levers are not only pivotally connected with each other, but also pivotally connected to the gears, respectively, and the other two pivots are extended so as to form projecting ends 7C2 and k respectively, upon which are mounted rollers 7c k which work in the slots 9 g of the double crank-arm, as above stated. In order that the pivot or trunnion 7c may pass through the gear 0, so as to make connection with the gear d, which lies beyond it, and also so that the gears may have the oscillating or reciprocating movement above referred to relative to each other, the gear a is slotted, as at Z, through which slot the trunnion It moves. The two levers j j are pro vided with extensions m m, upon the ends of which there are antifrictionrollers n n, which engage with the interior surface of the crescent-shaped controller 0, which is pivoted at p and actuated by an arm integral therewith, which is pivoted to a link 1, as shown, which is in turn connected to any suitable bell-crank or equivalent device for operating the controller. The operation of this modified construction embodies the same underlying principle as those above described-that is to say, the power-gear I) is driven at constant speed. The load carried intermittently by the gear 0 and the gear (I, as the case may be, and for brief periods by both gearsthat is to say, the drawings illustrate the power as about to be trans- "mitted from the gear (Z to the gear 0, because the leading teeth 8 of the gear 0 is just about to be engaged by the teeth of the gear I). As soon as this takes place the intermitted or broken-away part of the gear (I will be in registration with the gear I), so that the load will be driven, for a time at least, solely by the gear 0. The power transmitted to it is, through the trunnion 7r, transmitted. to the system of levers j j, which has'a tendency to draw those levers down; but this tendency is resisted by the lower roller n, which engages with the controller 0, thus limiting this downward movement; but as the crank-arm is rotated by engagement with the rollers 10 and k in its slots g g and the vertical position of the parts as shown in the drawings becomes first horizontal and then vertical in the reverse direction the occentricity of the controller 0 permits roller 70 to pass outwardly through theslot g. and theroller 7a? to move inwardly througha the slot. 9, andv thismovement of-theparts-is attended obviously by a ;--retarding:- or rev duced movement of the; gear. d; the. trunnion Icofwhich slides through the slot Ztozitsopposite end. -By the 1 time this .has. taken place the transition fromzltheigear atocthe gear. dghas occurred and .a continuation of the; movements takes:v place =but in:- the. reverse-direction, as to theparts-thatis tosay, thejgeand being now driven and-.the; gear 0 out :iOf. zme .a return ;.s.movement of the parts to primary position takes place,- accompanied irby :Qa passage of :the atrunnion 7c through; .theslot. Zpto "its. normal ornprimary position, .asrillustratediin the: drawings. 7 By theabove-described invention. a. series of advantages.aresecured, someof them, as I believe, entirely new others. more perfect: at-

tainrnents of advantages heretofore'partially' realized, ..among them the-following In this construction the transmission is effectediin a smooth, shockless, and strainless .manner and by positivelyracting. mechanism, devoid of qfrictional ztransmission ;iof vany kind. Again, all the .methods heretofore employed, excepting the inadequate frictional devices, have been; attended with. much; noise, hence discomfort. and sometimes; alarm to theoccupants of the vehicle. Underlmy construction there-is no-noise nor any gjars orshocks of consequence. .Also under my invention there. are no violentforward thrusts,-- which are markedly perceptiblein change of speed in most, orat least-many, other machines, whichresult in.a violent forward impulse of V the vehicle, .which tends to. the. discomfort and sometimes bodily injury of the occupants. Onthecontrary, under my improvement the. movements aregradual andsmooth and the change ofspeedis made; at any time a and to. anydegree within the limits of the mechanism without of themotonshaft. I Under my construction also all of the parts, are relatively simple in construction and of relativelylow cost,; no

delicacy in any part being required. Onthe contrary," theymay all be. heavy, solid, and hence durablev-in. construction, andv noexcessive nicety of finish isirequired. I

The mechanism is .adaptedtoall, geared power-transmitting. mechanism, irrespective of its horse-power, and when-.applied'to vehicles is equally well adapted-to the lightest runabout as well as to heavier touring-cars. It is with a view-to this thatIhave illustrated inthe drawings hereof the several methods shown, because some, of .them. are best adapted to. light workand: others .to heavier work.

. -As-=.applied toelectric vmotorsand other prime movers or motors alteration of the speed myinventionispe- I culiarlyusefuhbecause itenables a change of :changein the. cu'rrentand gcontacts.

g It will be obvious to those who arefamiliar with this. art thatthe same-invention or fundamental principles.areiinvolvedsin all of the formsof apparatus which I haveaboveidescribed. and. .illustratedfthat is; to say, in 3 them all there is interposed between the mo- ;tor-shaft or, gear, thereon.=.and-.thedriven 2 shaft .orgear thereon intermediatespeedrdif i ferentiating, gears and the;.pow.er.-is.. applied 1 to; a part only of.these gearstand-gintermittently to those parts, and the. .loadris. carried i by-others of thoseintermediategears.andin- I. termittently by.;them,..and: these intermediate sets of, gears: are provided-with mechanwithoutbreaking g the load to the push of the power, whereby the shifting -of .:position. of. the intermediate gears, relative to: each other takesplaee,ire-v sultingin.a greater orrlessidiminution of the 5 speed,.depending-:upon the adjustmentofthe controller. Itwill-also-be obvious-to those whoarefamiliar with this art thatother special. mechanical; devices and' constructions maybe originated. to. carry,-out, the: fundamental idea above. stated ,.-some-.examples, of which I have shown,- but manyothers are possible. I therefore in .noiwise-limitmyselfto the specialdetailsof GODStI'llOlDiQIlnSllOWIl and described. .Theyare given as examples only of many. diiferent mechanical: constructions which may be. adopted. It will also be obvious to those who are familiarwith this, art that instead of the controller shown in Figs. 1 2 7, andS'beingou-tside of thee-levers, &c. which are connected .withhthe intermediate gears and which-engage with .itafrom within outwardly, ,by simple .mechanical .altera- .tionthe reverse construction maybe adopted in-whieh the control;- will be eifected by pressure. from .outsideinwardly; also, that instead of the-gears beingall T of .themspur-gears they may bebevel-gears .orpart bevel and part spur, also, thatit is immaterial whether the apparatus be constructed and arranged to increase or decrease-the rate of speed from any given point, or to .do -both. This is merely. a matter of therelative. adjustment of the parts. Those whov are familiar. with this 1 art-will likewise at once appreciate the fact that the controllers 'shouldbeoperated with.- in certain extreme-limits and .belocated at definite places within those limits, so that the speed-differentiating gears may notv bepermitted to oscillate or shift, position relative to eachother in such. manner. as to prevent proper meshing with the motor-gear on the oneside andtheload-gear on the other. will,lhowever,- be; practically impossible for the mechanismto get out of-pioperadjustment. in ithlS respect, because one orthe other .of the -.ant1fr1ction.rollers ..will conof power, without stantly bear forcibly against the controller, andthereforeforceiit over as far as it is al.

i ismbrought into, action-by the resistance. of

lowed to move, which is the position to secure the proper intermeshing of the parts.

I claim- 1. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another gear upon the driven shaft, speed-differentiating gears interposed between them and which are adapted to movement independent of each other, with one part of which the motor-gear meshes and with another and independently -movable part of which the driven gear meshes, mechanism brought into action by the resistance of the load to the push of the power, whereby the intermediate gears shift position relative to each other, and means to regulate and control such shift of position.

2. In mechanism of the class stated, the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another gear upon the driven shaft, variable-speed gears interposed between said motor and driven gears, and which are adapted to adjustment relative to each other with one part of which the motor-gear meshes and with another and independently-movable part the driven gearmeshes, means to regulate and control said adjustment and mechanism brought into action by the resistance of the load to the push of the power, whereby the speed of the driven gear may be made coincident with that of the motor-gear or differentiated therefrom.

3. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another gear upon the driven shaft, a shaft interposed between them, two pairs of independ ently-movable speed differentiating gears supported upon said interposed shaft, with one of each pair of which the motor-gear meshes and with the other of each pair the driven gear meshes, devices connected with both pairs of intermediate gears whereby the movement of either will be transmitted to the other, and a controller to regulate and control the degree of movement.

4. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motorshaft, another gear upon the driven shaft, a shaft interposed between them, two pairs of independently-movable speed-differentiating gears supported upon said interposed shaft, with one of each pair of which the motor-gear meshes and with the other of each pair the driven gear meshes, devices connected with both pairs of intermediate gears whereby the movement of either will be transmitted to the other, and an adjustable controller adapted to secure uniform as well as differential speed between the motor-gear and the driven gear.

5. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motorshaft, another gear upon the driven shaft, a shaft interposed between them, two pairs of independently-movable speed-differentiating gears supported upon said interposed shaft, with one of each pair of which the motor-gear in termittently meshes and with the other of each pair the driven gear intermittently meshes and means connected with the two pairs of interposed gears whereby the movement of each is transmitted to the other and means to regulate and control the degree of movement.

6. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another gear upon the driven shaft, a shaft interposed between them, independently-movable speed-differentiating gears supported upon said interposed shaft, with which the motor-gear and the driven gear intermittently intermesh, devices connecting the independently-movable intermediate gears and means engaging with said connecting devices whereby the independent movement of the intermediate gears is controlled and regulated.

7. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another gear upon the driven shaft, speed-differentiating gears interposed between them with part of which the motor-gear engages and with the other part of which the driven gear engages and means whereby the movement of the two parts of the intermediate gears is transmitted from each to the other.

8. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motorshaft, another gear upon the driven shaft, speed-differentiating gears interposed between them the cogs on which are partly broken away or intermitted, and with a part only of which intermediate gears the motor-gear engages and with another part only the driven gear engages.

9. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another gear upon the driven shaft, two or more speeddifferentiating gears, adapted to inde pendent movement relative to each other to gether with simultaneous and coincident rotary movement, interposed between them, the cogs on which are partly broken away or intermitted and with a part only of which intermediate gears the motor-gear engages and with another part only the driven gear ongages and means whereby the movement of each of the intermediate gears may be transmitted to the other.

10. In mechanism of the class stated the combination of a motor-shaft and a driven shaft, a gear upon the motor-shaft, another In testimony whereof I have signed my gear upon the driven shaft, concentric speed- I name to this specification in the presence of [O 1ilflerentiating gears interfioshed betweeri two subscribing witnesses. t em an means coacting wit t e interpose g 5 gears whereby the speed is difierentiated by ARNOLD PUPKE' the traverse of said means along a combined Witnesses: radial and concentric path during each revo- F. M. DOUsBAOH, lution. I i J n PHILIP F. FEINBERG.

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