US944497A

US944497A - Electromagnetic accelerator.

Info

Publication number: US944497A
Application number: US448?0508A
Authority: US
Inventors: Charles O Pearson; August Sundh
Original assignee: Individual
Current assignee: Individual
Publication date: 1909-12-28
Anticipated expiration: 1926-12-28

Description

C. 0. PEARSON & A. SUNDH.

ELECTROMAGNETIC ACCELERATOR.

APPLICATION FILED AUG.17, 1908.

944,497, Patented Dec.28, 1909.

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ELECTROMAGNETIC ACCELERATOR.

APPLIOATION FILED AUG. 17. 1908.

944,497, Patented Dec. 28, 1909.

4 SHEETS-SHEET 2.

G. O. PEARSON & A. SUNDH.

ELECTROMAGNETIC ACCELERATOR.

APPLICATION FILED AUG.17. 1908.

944,497. Patented Dec. 28, 1909.

4 SHEETS-SHEET 3.

o FEE l v Jwumrkow Q-Vvbncaaco C. 0. PEARSON & A. SUNDH.

ELECTROMAGNETIC ACCELERATOR.

APPLICATION FILED 'AUG.17. 190s.

Patented D60. 28, 1909.

4 SHEETS-SHEET 4.

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cmnnns o. ruason, or m You, an AUGUST ms, or romaine, mrw 2on3.

' museums aoonnmm Specification of Letter: Ie'tent.

Patented Dec. 28, 1909.

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To all whom it may comm:

Be it known that we, Cannes 0. Pensox and Aooosr S'omm, citizens of the United States, and residents, respectively, of the borough of Brooklyn, in thecounty of Kings, city and State of New York, United States of America, and of the city of Yonkers, in the county of Westchester and State of New York, United States of America, have invented certain new. and useful Improvements in Electromagnetic Accelerators, of which the following is a specification.

Our invention relates to an electromagnetic accelerator or power transmission mechanism, by means of which the ower generated by a motor of any desire type may be transmitted to some required mechanism at different speeds and in either direction and the motor and the transmission gearing be under the control of an operator at any desired location.

Its object is to accom lish these ends and to obtain a smooth an adual change of speed in a novel and eiiiclent manner.

Further objects of the invention will appear in the following specification in which we will describe the construction and arrangement of certain apparatus exemplifying our invention, the novel features of which wev will set forth in appended claims.

Referring to' the drawings, F i ure 1 is a plan view, part1 in section, a power transmission device embodying our invention, together with a diagrammatic representation of certain electrical apparatus and connecting circuits. Fig. 2 is a plan view, partly in section, of a modified form of clutch mechanism which may be used instead of those shown in Fig. 1. Fig. 3 is an end elevation of an electrically controlledfluid pressure starting devicewhich may be used in conjunction with the other parts of the apparatus whenever a motor or engine which is not self-starting is used as the motive power. Fig. 4 is an end elevation of an electromagneticbrake mechanism. Fig. 5 is a front elevation of a controlling switch with a part of its cover broken away to more clearly show its construction. Fig. 6 is a front elevation of a portion of the same switch with, some of its parts in different relative positions. Fig. 7 is a sectional side elevation of this switch. Fig. 8 is a rear elevation of the switch showing a cam with a dasht connected thereto. Fig. 9 is a section: side elevation ,of a portion of the dash-pot showing. its valve somewhat in detail. F18: is a detail of the switch showing a portion of a cam groove which is upon the periphery of its casing.

Like characters of reference designate corres onding parts in all of the figures.

10 esignates a bed-plate which serves as a base or foundation for a motor 20 and other parts of the a paratus. Any type or form of motor may be used in carrying out our'invention, but for convenience, we have shown a direct-current electric motor of which 21 is the armature and 22 its shaft.

23, 24 designate leads from the armature brushes of the motor, and 25, 26 the leads from its shunt-field winding.

27 is a clutch member affixed to the

shaft

22, and 28 is a spur-gear rigidly mounted upon the clutch member 27.

30 is a power transmission shaft which is to be drlven by the motor through the mechanism which we are about to describe. This shaft is supported in bearings 11 and 12 which are mounted upon the base 10. A driving sheave or pulley 31 is afiixed to the front of this shaft outside of the bearing 11. On the other side of bearing 11 is a brake sheave 32.

33 and 34 are spur-gears which are con nected to the shaft 30, and 35 is a clutch member aflixed to the rear end of shaft 30 outside of the bearing 12.

is a countershaft supported in bearings- 13, l l and 15, extending upward from base 1O. 41 is a gear keyed to this shaft and inmesh with the gear 28. 42 is another coun-- tershaft supported in

bearings

16, 17 and 18. A gear 43, which is also in mesh with gear 28, is aflixed to this countershaft 42. By

means of this arrangement the

countershafts

40 and 42 are driven together in the same direction by the motor 20.

,.The brake on shaft 30 comprises a brakestrap 36, the ends of which are affixed to a pivoted lever 37 which is pushed in one direction by a compression spring 38 to apply the brake, and which is arranged to be pulled in the other direction. against the action of the spring by an electromagnet 39 to release the brake.

50 and 58 are electromagnetic clutches upon the countershaft 40. 57 and 59 are similar clutches upon the countershaft 42,

and (SO-is another clutch of somewhat difier cnt dcsign between the

shafts

22 and 30. The clutch comprises a driving member 51 which is loosely mounted upon the countcrshaft 40 and carries a gear 52 which is keyed to it and is in mesh with the gear 33, and a driven member 53 which is keyed to the countershaft 40 and may be backed up by a fixed collar 54 upon the shaft. 55 is a coil or winding within this member 53, the terminals of which are carried through. its periphery and connected with the collectorrings 55"- and 55 56 is a compression spring between the driving and driven members and so arranged that it has a tendency to keep them apart. The

other clutches

57, 58 and 59 are similarly constructed so that their parts need not be 5 ecifically pointed out. The construction of clutch 60, however, as shown in the drawings, is somewhat different. We have already shown that the clutch members 27 and 35 are afiixed, respectively, to the

shafts

22 and 30. The member 27 carries two or more pins 61 upon which are carried a plurality of disks 62. These disks are loosely held by the pins 61 so that they may slide freely in and out, but are held against rotation thereby. Similar pins 63 are carried by the member 35 and these support in a like manner a plurality of disks (54; which are placed between the disks 62.

65 designates a plurality of friction washers which are interposed between the disks 62 and 64.

66 is a compression spring between the clutch members 28 and 35, and aranged to keep these two members and the disks which they carry apart.

67 is a coil or winding within the clutch member 28. Its terminals are connected with collector-

rings

68 and 69.

In Fig. 2 we have shown a still further modification of clutch construction. This figure is a plan view of two clutchesone of which is shown in sectionwhich are to take the place of the

clutches

50 and 58 in Fig. 1. In this Fig. 2, 70 designates a housing loosely mounted upon the countershaft 40 and carrying the gear 52. 71 are pins in this housing which carry disks 72. This housing, together with the gear 52 and the disks 72, forms the driving member of the clutch. A ring 70 fits into a groove in the forward end of the housing and is arranged to slide the housing longitudinally upon the shaft. 73 is a driven member which is arranged to rotate with the countershaft- 40, but is so arranged that it may be moved thereon longitudinally. This driven member carries pins 74 and disks 75 which are between the disks 72. 75 designates friction washers which are interposed between the disks. 73 isa ring fitting into a groove in the forward end of the driven member.

76 is a lever which is pivoted at 76 and connected with the rin 73*. 77 is another lever connected with the ring '70 and pivoted at 77 with the lever76 at a oint intermediate its pivot and its connection with the ring 73*. The other end of the lever 77 is connected with the plunger of an electrorn'a' net 78 which is pressed outward by a spring 79 and which, when ener ized, will act against the s ring and, throug the lever connection just escrlbed, will pull the driving and driven members together and cause them, through a frictional contact of their respective disks, to rotate together until the magnet 78 is deenergized, when the spring 79 will move the clutch members apart again. A com ression spring 72 interposed between t e two members will assist this part of the operation.

We have before stated that any kind of motor may be used in conjunction with this invention. When an internal combustion engine is used or other motor which is not self-starting, a starting device, such as that shown in Fig. 3, ma electrically controlle reversible fiuid pressure turbine of which 80 designates the casing and 81 the shaft. 82 is a pressure pipe from a suitable source of supply which may be connected with either one of the

inlet pipes

84 or 85 by a valve 83 whenever either of the

magnets

86 or 87 is energized. 88 is a T-shaped lever connecting these magnets with the

valve

83, and 89, 89 are springs arranged to hold the lever and its connected valve in their central position to stop the turbine when neither of the magnets is energized. The impact blades or other parts of this turbine are not shown as they form no part of our invention, but a sprocketwheel 81 and a portion of a sprocket-chain 29 are shown to illustrate one kind of mechanical connection which may be made between this starting device and the engine or motor, it being understood, of course, that a sprocket-wheel may be also rovided on the shaft of the engine over which the chain 29 is run.

90 designates a controlling switch of which 91 is the casing.

92 is a shaft supported by the casing. A part of the casing is constructed as shown at 93 to form a cam surface.

94 is the cover of the switch.

95 is an actuatin member which is loosely pivoted on the sha t 92 and which comprises a slotted cam 95 in which is a roller 96 which is on the upper end of the piston rod of a piston 96which is within a stationary cylindrical dash-pot 97. 98 is an adjustable air outlet from the bottom of this dash-pot, and 99 is a ball check-valve which allows free ingress of air to the cylinder.

100 designates a roller which is mounted in the end of a spindle 101 passing through be used. This is an the outer rtion of actuating member 94 and press inward against the cam surface 98 by'a spring 102..

108 is a handle pivotally supported in the actuating member at 104. 105 is an arm dependin from this handle at substantially right-ling es thereto and passing into a cam ve'105 on the outer peri hery of the casing 91. This arm is refera ly provided with an antifriction rol er as shown. The sha e of the camgroove is shown in Fig. 10 an it is constructed so that it has a tendency to stop the handle and its connected parts in their central position whenever there is any weight upon the handle 103.

106 is a switchlever which is affixed to a collar 107 on the shaft 92. Near its upper end it is provided with an inwardly ressed roller 108 which is arranged to ri e over cam surfaces 109 on the cover 94. It is also provided near its upper end with a slot 110 through which a pm 111 in the actuating member 95 projects. 112 is a contact lever also afiixed to the collar 107 and carrying contact brushes 113, 114, 115, and 116.

117 is a base of insulating material upon which are mounted stationary contacts with whichthe brushes coact. 118 is one of these stationary contacts and upon it the brush 113 rests. 119 and 120 are their contact plates which are in line with the movement of the brush 114.

121, 121, 122, 122, 123, 123, are contacts with which brush 115 coacts.

124, 125, 126, 127 and 128 designate stationary contacts onto which the brush 116 may be consecutively moved.

and designate mains from a suitable source of electrical supply.

130 designates a storage battery.

131 is a switch by means of which the mains may be connected with the battery, and 132 is a switch through which the mains and the battery or the battery alone may be connected with the various parts of the apparatus.

133 is an electrically actuated reversing switch which comprises two electromagnets or

solenoids

134 and 135, and certain contacts which are controlled thereby.

The other parts of the apparatus will be pointed out in tracing the various connecting circuits and in describing the operation of the apparatus.

The positive or main is connected by a conductor 118 with contact 118 in the switch, and through brush 113 and thecontact lever 112 with the other brushes. When an. operator moves the handle 103 to the left the pin 111., engages the end of slot 110 as shown in Fig. 6, and causes the operating lever and contact lever to be moved. The cam surfaces which we have pointed out on the controlling switch and the antifriction rollers which are arranged to ride over these surfaces are so constructed and arranged that the actuating member and the contact lever will be moved from oint to point during their operation quic ly without stopping at intermediate points. The dash-pot and its connections are so made that the operator will not be able to move the contact lever over to either side at a greater rate of speed than the movement of the piston 96 will allow, but the dash-pot is so arranged that it will have no retarding effect upon the return movement of the parts of the switch. The first connection made b moving the contact lever to the left will be through contact 121, resistance 129, conductor 39, to and through the brake magnet 39 and back by conductor 136 to the negative main. A further movement of the contact lever will bring the brush 115 onto contact 122, thereby cutting out half of the resistance 129 from the brake magnet circuit. When the switch is moved over until the brush 115 is moved onto contact 123, all of the resistance will be out out of this circuit and the brake magnet connected directly across the line. As soon as the brush 114 reaches the contact 119, a circuit is closed thereby through conductor 137, magnet 135 of the reversing switch, and through

conductors

138 and 139 to the negative main. The right-hand portion of the reversing switch will then be closed and this will connect the motor armature leads 23 and 24 and its shunt-field leads 25 and 26 with the main line in such a way that it will cause the motor to run in one di- 100 rection. The brush 116 will then be moved onto one of the stationary contacts 124 which are connected together and to one of the terminals of Winding 55 of the electromagnetic clutch 50 by a conductor 124 The conductor 136 which is connected with the negative main is connected with the other terminal of this clutch winding, and to one of the terminals of the winding in all of the other clutches. The clutch 50 will then 110 be energized and its driving member and driven member brought together by the magnetism so that the movement which is imparted to the gear 52 from the motor 20 through

gears

28 and 41,

countershaft

40, 115

y and the clutch, will be imparted to the transmission shaft 30 through the gear 33 but at a greatly'reduced rate of speed. This is 7 because the gears are proportioned to produce this result. One or more graphite penoils such as are shown at 53 may be provided to lubricate the friction surfaces between the driving and the driven members. Afurther movement of the switch to the left will cause the brush 116 to be moved onto one of the stationary contacts 125 which are connected together and to one of the terminals of clutch 57 by a conductor 125 The clutch 57 will then become energized and the rotation of the motor will be immission shaft.

were controlled by the clutch 50.

partedto the transmission shaft 30- through

gears

28 and 43, countershaft '42, clutch b7 and its gear to the gear 33 upon the trans- These gears are so roportioned that they will cause the sha t 30 to be driven at a greater rate of speed than it was when driven through the gears which The switch is so arranged that when the brush 116 is moved onto one of the contacts 125 it must first be moved off by contact 124, thereby cutting off the source of supply to theclutch 50. lVe construct these clutches in such a manner that the residual magnetism controlling switch which we have described somewhat in detail positively insures the desired disconnection and connection of the circuits in the manner just above described.

The operator may, in the same manner, move the brush 116 onto one of the contacts 126 to connect through conductors 126 and conductor 136, the clutch 58. This will become energized while the clutch 57 is becoming deenergized and, through the gears which it controls, will drive the transmission shaft 30 at a still greater rate of speed. Vhen the brush 116 is moved onto one of the contacts 127 it will, through conductor 127 and conductor 136, energize the clutch 59 to still further increase the speed at which the transmission shaft 30 is driven. \Vhen the controlling switch is moved into its extreme position, the brush 116 will rest upon one of the contacts 128 which, through conductor 128 and conductor 136, will energize the winding 167 of the clutch 60. This clutch is arranged to connect the motor shaft 20 directly with the power transmission shaft 30 so that when clutch 60 is energized these two shafts will rotate together.

The controlling switch may be moved back to cause the transmission shaft to be driven through any desired one of the clutches so as to make it run at different speeds, or all of the clutches may be cut ofi and the brake applied with more or less pressure by means of leaving more or less of the resistance 29 in circuit with its magnet. When the controlling switch lever is moved back to its central position, all of the clutches will be deenergized and the brake will be applied so that the transmission shaft will be brought tor est thereby. M

the same time the current through magnet" 135 will be cut offso that the. reversing switch will be open and will thereby cut 011' the motor from the source of power supply so that the motor will come to desired to cause the motor to rotate in the opposite direction the controller switch handle will be moved to the right. In this caseall of the operations previously described will be repeated, except that magnet 134 of the reversing switch Wlll be energized instead of the magnet 135, and the left-handside of the reversing switch will be closed. This will connect the motor leads with the source of supply in such a way as to cause the motor to rotate in the o )posite direction.

The magnetic circuits 0 the clutches are designed to have a considerable time element. The dash-pot in the controlling switch is so arranged that the switch cannot be moved from point'to point faster than at a predetermined speed, and this speed is designed to correspond with the time element of the clutches. The result is that as the clutches are successively energized, the magnetism of one dies out as that of the next one is built up and in the same proportion. Consequently, the clutches tend to act against each other; there is no undue strain upon the gears which they control, and the acceleration of the driven shaft is smooth and uniform. Moreover, the manually opcrated switch is so arranged that its brushes cannot remain at intermediate points, but when moved at all, must go completely off from one contact onto the next succeeding one. By this arrangement not more than one of the clutches can be connected with the energizing circuits at one time.

In reversing the operation the clutches may be disconnected as slowly or as quickly as desired as the dash-pot has no retarding effect upon the return movement of the switch lever. All of the clutches may be deenergized and the transmission shaft allowed to continue this rotation by its own momentum or by some external force before.

the brake is applied to stop it, and the brake may be gradually applied to bring the transmission shaft to rest slowly.

It is evident that our invention is capable of being worked out in many different ways than that which we have herein shown and described as an example.

As the prime mover itself is controlled from the switch 90 through auxiliary devices such as the reversing switch 133 or the fluid pressure turbine 80, it is evident that the controlling switch may be placed in any convenient location at any desired distance from the mechanisms which it controls.

In previous structures attempts have been made to destroy or counteract the effect of the magnetism remaining in the clutch magrest. If it is nets after the energizing current has been cut off from themlrather than to utilize it as we do to obtain a'smooth acceleration. In this respect we have taken a decided ste in advance in this art and believe, therefore, that our claims are entitled to a broad interpretation.

What we claim is- 1. A driving shaft, a driven shaft, a plurality of electromagnetic clutches arranged to connect said shafts and to control the speed of the driven shaft, each of said clutches having a magnetic time element. and means for successively energizing said clutches at periods proportional to their time element.

2. A driving shaft, a driven shaft, 8. plurality of electromagnetic clutches arranged to connect said shafts and to control the speed of the driven shaft, each of said clutches having a magnetic time element, manual. cans for successively energizing said clut f hes, and means for preventing such successive energization of the clutches being made at a rate more rapid than that proportional to said time element.

3. A driving shaft, a driven shaft, and a plurality of electromagnetic clutches ar ranged to be successively energized to connect said shafts, each of said clutches being of such a self-contained construction as to be gradually energized, and to be gradually deenergized while the next succeeding clutch is becoming energized, to thereby obtain a gradual acceleration of the driven member.

4. A driving shaft arranged to run at a constant speed, a transmission shaft arranged to be driven thereby at different speeds, a plurality of connecting mechanisms between said shafts, and an electromagnetic clutch for each of said connecting mechanisms, each of the clutches being of such a selfcontained construction as to be gradually energized, and to be gradually deenergized while the next succeeding clutch is becoming energized, to thereby obtain a gradual acceleration of the driven shaft.

5. A driving shaft, a motor arranged to rotate said driving shaft at a constant rate of speed, a driven shaft, and a plurality of electromagnetic deyices having magnetic time elements, each of said devices being arranged to cause the driven shaft to be connected with the driving shaft and to be driven thereby at a difl erent rate of speed; a manually operated circuit closer for said devices, and automatic means for controlling the operation of said circuit-closer to correspond with'the time elements of said devices.

6. A driving shaft, a motor arranged to rotate said driving shaft at a constant rate of speed, a driven shaft, a plurality of electromagnetic devices having magnetic time elements, each of which devices is arranged to cause the driven shaft to be connected with the driving shaft'an'df to be driven thereby at a different rate-ofs v, ed, a manually operated circuit-closer for said devices, automatic nieans for controlling the operation of said circuit-closer to correspond with the time elements of said devices, and a brake for the driven shaft controlled from said circuit-closer.

7. A driving shaft, a motor arranged to rotate said driving shaft at a constant rate of speed, a driven shaft, a pluralityof pairs of speed reduction gears of difierent ratiosbetween said shaft, and an electromagnetic so clutch for each pair of reduction gears, eaclt of said clutches being of such a self-contained construction as to be gradually energized, and to be gradually de'e'nergized while the next succeeding clutch is becoming energized, to thereby obtain a gradual acceleration of the driven shaft.

8. A driving shaft, 9. motor arranged to rotate said driving shaft at a constant rate of speed, a driven shaft, a plurality of pairs of speed reduction gears of different ratios between said shafts, an electromagnetic clutch for each pair of reduction gears, each of said crutches being arranged to be gradually energized, and to be gradually deenergized while the next succeeding clutch is becoming energized to thereby obtain a gradual acceleration of the driven shaft, and an electromagnetic'clutch for directly coupling said shafts together.

9. A driving shaft, a motor arranged to rotate said driving shaft at a constant rate of speed, a driven shaft, a plurality of pairs of speed reduction gears of difi'erent ratlos between said shafts, an electromagnetic clutch for each pair of reduction gears, each of said clutches being arranged to be gradually energized, and to be gradually deenergized while the next succeeding clutch is becoming energized, to thereby obtain a gradual acceleration of the driven shaft, an electromagnetic clutch for directly coupling said shafts together, and an electromagnetically actuated brake for the driven shaft.

10. A driving shaft, a driven shaft, :1 plu- 5 rality of electromagnetic clutches having magnetic time elements, said clutches being arranged to connect said shaft and to control the speed of the driven shaft, manual means for controlling said clutches, and a retarding element for said controlling means arranged to control the movement of the controlling means in proportion to said magnetic time elements.

11. A driving shaft, a driven shaft, a plurality of electromagnetic clutches havin magnetic time elements, each of sai clutches being arranged, when energized, to connect said shaft, a. manually operated switch for controlling said clutches to cause them to be energized one at a time, and a retarding elementfor said switch arranged to-control the moveme'nt of-the switch-in proportion to said magnetic time element -s.- 12." A'driving shaft, a driven shaft, a-plurality of electromagnetic clutches arranged to be successively energized to connectsa-id shafts, each of said clutches being of such a self-contained construction as to be gradually energized, and to be gradually deenergized while the next sueceedingJclutch is becoming energized, to thereby obtain a gradual acceleration of the driving shaft, and a manually operated switch for controlling said clutches to cause them to be energized one at a time. c

l3. A driving shaft arranged to run at a constant speed, a transmission shaft arranged to be driven. thereby at different speeds, a plurality of connecting mechanisms between said shafts, and an electromagnetic clutch for each of said connecting mechanisms, each of said' clutches being of such a self-contained construction as to be gradually energized, and to be gradually deenergized while the next succeeding clutch 15 becoming energized, to thereby obtain a gradual acceleration of the driving shaft, and a manually operated switch for controlling said clutches to cause them to be energized one at a. time to obtain the desired speed of the driven shaft.

14. A driving shaft, a motor arranged to rotate said driving shaft at a constant rate of speed, a driven shaft, a plurality of pairs of speed reduction gears of different ratios between said shafts, an electromagnetic clutch for each pair of reduction gears, each of said clutches being of such a selfcontained construction as to be gradually energized, and to be gradually denergized while the next succeeding clutch is becommg energized, to thereby obtain a gradual acceleration of the driven shaft, and a manually operated switch for controlling the motor and the clutches to cause said clutches to be energized one at a time.

15. A driving shaft, an electric motor arranged to rotate said driving shaft at a constant rate of speed, a. reversing switch forthe motor, a driven shaft, a plurality of pairs of reduction gears of different ratios between said shafts, an electromagnetic clutch having a magnetic time element for each pair of reduction gears, a manually operated switch for controlling said clutches and causing them to be energized one at a time, and a retarding element for said switch arranged to control the movement of the swltch in proportion to said magnetic time elements.

16, A driving shaft. an electric motor arranged to rotate said driving shaft at a constant rate of speed, a reversing switch for the motor, a driven shaft, a plurality of pairs of reduction gears of different ratios between said she ts, an electromagnetic clutch for each pairofreduction -gears, said elutchesarranged to be gradually energized, and to be gradually-denergized-whenthe next succeeding clutch is becoming ener gized to thereby obtain a gradual accelera tion of thedriven shaft,an-electromagnetic clutch for directly coupling the shafts together,and a manually operated switch for controlling said clutches and causing them tobe energized oneat a time.

17. A driving shaft, a plurality ofcounter-shafts driven by said shaft, a driven shaft, a plurality of mechanisms arranged to connect the driven shaft with the countershafts, and an electromagnetic clutch having a magnetic time element for each of said mechanisms, arranged to be energized one at a time at a rate proportional to said time elements to actuate said connecting mechanisms.

18. A driving shaft, a plurality of countershafts positively connected with and driven by said shaft, a driven shaft, a plurality of pairs of gears arranged to connect the driven shaft with the countershafts, an electromagnetic clutch for each of said pairs of gears, each clutch having a magnetic time element, said clutches being arranged to be energized one at a time at a rate proportional to said time elements to actuate the said connecting mechanism to drive the driven shaft and to smoothly accelerate the speed thereof, and an electromagnetic clutch for directly coupling the driving shaft and the driven shaft together.

19 A driving shaft, a plurality of countershafts positively connected with and driven by said shaft at different rates of speed, a driven shaft in alinement with said driving shaft, a plurality of pairs of gears arranged to connect the driven shaft with the countershafts, an electromagnetic clutch for each of said pairs of gears arranged to be energized one at at time to actuate said connecting mechanisms to drive the driven shaft at different rates of speed, each of said clutches being arranged to be gradually energized, and to be gradually de'energized while the next succeeding clutch is becoming energized to thereby obtain a gradual acceleration of the driven shaft, and an electromagnetic clutch for directly coupling the driving shaft and the driven shaft together.

20. A driving shaft, a driven shaft, a plurality of electromagnetic clutches each arranged to connect said shafts, a controlling switch for the clutches, said switch comprisinga plurality of contacts, a contact arm arranged to be moved successively at intervals from one to another of said contacts, means for causing said movements to be rapid, and retarding means for increas- ,ing the intervals between said movements.

21. driving shaft,- a driven shaft, a plurality of electromagnetic clutches each arranged to connect said shafts a manually operated controlling swltch for the clutches,

said switch comprising a plurality of contacts, a contact arm arranged to e moved. successively at intervals from one to another of said contacts, spring-pressed mechanism for causing said movements to be rapid, and a dash-pot for increasing the intervals between said movements.

22. A driving shaft, a driven shaft, a plurality of electromagnetic clutches each arran ed to connect said shafts, each of said 0 utches being arranged to be gradually energized at a desired interval of time, and to be gradually deenergized when the next succeeding clutch is becoming energized thereby toobtain a gradual acceleration of the driven shaft, a manually operated controlling switch for the'clutches, said switch comprising a plurality of contacts, a contact arm arranged to be moved successively at intervals from one to another of said contacts, a spring-pressed mechanism for causing said movements to be rapid, and a dashpot for increasing the intervals between said movements, said intervals being timed to correspond with the time required to energize and deenergize the clutches.

23. A driving shaftarranged to run at a constant speed, a transmission shaft arranged to be driven thereby at different speeds, a plurality of connecting mechanisms between said shafts, an electromagnetic clutch for each of said connecting mechanisms, each of said clutches being arranged to be gradually energized, and to he gradually denergized while the next succeeding clutch is becoming energized to thereby obtaina gradual acceleration of the driven shaft, an electromagnetically actuated brake for the driven shaft, and a manually operated switch for controlling said clutches to cause them to be energized one at a time to obtain the desired speed of the driven shaft, and to independently actuate the brake.

24. A plurality of electromagnetic clutches each having a fixed magnetic time element, a manually operated switch. for

controlling said-clutches, said switch com prising a plurality of contacts, a contact arm arranged to be moved at intervals from one to another of said contacts, means for causing said movements to be rapid, and retarding means for rendering the intervals between said movements proportional to the time elements of the clutches.

25. 'A power transmission device comprising a plurality of electromagnetic clutches, said clutches being constructed to have a magnetic time element, controlling means for said clutches cocperating with the clutches in proportion to said time elements mechanical relations, a manually operated switch for controlling said clutches, said switch comprising a alurality of contacts, a contact arm arrang to be moved at intervals from one to another of-said contacts, means for causing said movements to be rapid, retarding means for rendering the interval between said movements proportional to the time elements of the clutches whereby a gradual acceleration of the driven shaft is effected.

27. A prime mover, a starting device therefor, a driven member, a pluralityof electromagnetic clutches each having afixed magnetic time velement, said clutches being arranged to connect the prime mover and the driven member together in different mechanical relations, a manually operated switch for controlling the starting device and said clutches, said switch comprising a plurality of contacts, a contact arm arranged to be moved at intervals from one to clutches each having a fixed magnetic time element, said clutches being arranged to connect the prime mover and the driven member together in different mechanical relations, a manually operated switch for con trolling the starting device the brake and the clutches, said switch comprising a plurality of contacts, a contact arm arranged to be moved at intervals from one to another of said contacts, means for causing said movements to be rapid, and retarding means for rendering the intervals between said movements proportional to the time elements of the clutches.

29. A prime mover, an electromagnetically controlled starting device for starting said prime mover in either direction, a driven member, a brake for said member, means for applying and releasing said brake gradually, a plurality of electromagnetlc clutches each having a fixed magnetic time element, sa1d clutches being arranged to connect the prime mover and the driven member together in different mechanical relations, a manually operated switch for controlling the starting device, the brake and the clutches, said switch comprising a plurality of contacts, a

' starting device and the clutches, said switchcontact arm arranged to-be 'moved at intervals from one to another of said contacts, means for causin said movements to be rapid, and retarding means for rendering the intervals between said movements proportional to the time elements of the clutches whereby a gradual change of speed of the driven member is effected.

30. A prime mover, an electromagnetically controlled reversible starting device therefor, a driven member, a brake for said member, a plurality of clutches arranged to connect the prime mover and the driven member together in different mechanical relations, a manually operated switch at a point removedfrom the driven member, and electrical circuits between the switch and the starting device, brake and clutches whereby the starting and the stopping of the prime mover and the starting, and stopping and the speed of t-hedriven member maybe controlled from said switch.

31. Aplurality of electromagnetic switches, a controlling switch therefor, said switch comprising a manually operated lever, a retarding device therefor, a switch-arm, a lostmotion connection between said lever and the witch-arm, and a plurality of contacts; circuits between the clutches and the contats, said switch-arm being arranged to be moved quickly from one to another of said contacts to consecutively energize the clutches.

32. Aplurality of electromagnetic clutcheseach having a fixed magnetic t1me element, a controlling switch for said clutches, said switch comprising a manually operated lever, a holding device therefor, a retarding device connected with said lever, a switcharm, a holding device for the switch-arm, a lost motion connection between said lever and the switch-arm, and a plurality of contacts; circuits between the clutches and the contacts, said switch-arm being arranged to be moved quickly from one to another of said circuits to consecutively energize the clutches, and the retarding device being arranged to prevent the periods between said movements of the switch-arm being less than the time constants of the clutches.

33. A prime mover, an electromagnetically controlled starting device therefor, a driven member, a plurality of electromagnetic clutches, each having a fixed magnetic time element, said clutches being arranged to connect the prime mover and the driven member together in different mechanical relations, a reversible controlling switch for the comprising a manually operated lever, means for locking said lever inits central position,

a holding device for the lever, a retarding device connected with said lever, a switcharm, a holding device for the switch-arm, a lost motion connection between said lever and the switch 'arin, and a plurality of contacts; circuits between theclutches and the contacts, said switch-arm bemg arranged to be moved quickly fromfone to another of said contacts to consecutively energize the clutches, and the retarding device being arranged to prevent the periods between said movements of the switch-arm being less than the time constants of the clutches.

34. A prime mover, a driven member, a plurality of clutches constructed to have a desired magnetic lag through which clutches the power of the prime mover may be transmitted to the driven member at different speeds, and a manually operated controller for the clutches, mechanical means in the controller acting in conjunction with the magnetic lag in the clutches whereby changes in the speed of the driven member may be made smoothly.

35. A prime mover, a drivenmember, a plurality of clutches constructed to have a desired magnetic lag, through which clutches the power of the prime mover may be transmitted to the driven member at different speeds, a manually operated controller for the clutches, mechanical means in the controller acting in conjunction with the magnetic lag in the clutches, whereby changes in the speed of the driven member may be made smoothly, and lubricating means in the clutches.

36. A power transmission device comprising a plurality of electromagnetic clutches, a circuit closer for said clutches, and mechanism for controlling the movement of the circuit closer in steps at timed intervals to obtain successive energization of the clutches, whereby a gradual change of speed is effected.

37. A power transmission device comprising a plurality of electromagnetic clutches, a manually operated circuit closer for said clutches, and mechanism for automatically controlling the movement of the circuit closer in steps at timed intervals to obtain successive energization of the clutches, whereby a gradual change of speed is effected.

38. A power transmission device comprising a plurality of electromagnetic clutches, a manually operated controller therefor, said controller comprising a circuit closer arranged to be moved in a plurality of steps, and mechanism for automatically insuring the positive action of said step-by-step movement at timed intervals.

39. A power transmission device comprising a plurality of electromagnetic clutches, an electromagnetically controlled brake for said device, a circuit closer for said clutches and brake, and mechanism for controlling the movement of the circuit closer in timed intervals to obtain successive energization of the clutches and the brake.

and means actuated by said controller for 40. A power transmission device comprising a plurality of electromagnetic clutches, an electromagnetically controlled brake for said device, a circuit closer for said clutches and brake, and mechanism for controlling the movement of the circuit closer in timed intervals to obtain successive energization of the clutches and to gradually release or apply the brake.

41. A power transmission device comprising a prime mover, a plurality of electromagnetic clutches, a manuall operated controller therefor, said contro ler comprising a circuit closer arranged to be moved in a plurality of steps, mechanism for automatlcally insuring the positive action of said step-by-step movement at timed intervals,

starting the prime mover in either direction.

42. A power transmlsion device comprismg a prime mover, an electromagnetically actuated brake, and a plurality of electromagnetic clutches; a reversible starting device for the prime mover, connections between said starting device and the prime mover, a manuall operated controller comrising a circuit 0 oser arranged to be moved in a plurality of steps, and mechanism for automatically insuring the positive action of said step-by-step movement of the circuit closer at timed intervals; and a wiring system, said controller being arranged to cause the prime mover to be started in either direction to gradually actuate the brake and to successively energize the clutches, whereby a gradual change of speed is eflected.

In testimony whereof we have signed our respective names to this specification in the presence'of two subscribin witnesses.

CHARLES PEARSON. AUGUST SUNDH. \Vitnesses:

ERNEST W. MARSHALL,

ELLA TUoH.