While it is generally known that two or more receivers can draw power albeit only alternatively from the same prime mover when prime mover power is more or less equal to each driven equipment.

While it is generally known that in the present art when two receivers of nearly equal ratings are to draw power from a prime mover as mentioned above. a) belt transmission is used where to alternate the supply of power the prime mover is required to be shut and the transmission belt is required to be manually changed from one receiver to another. The fault in this system lies with the manual removal of the transmission belt giving rise to extra human work and wear and tear on the belting caused by frequent change. b) coupling or providing clutches for the receivers on either side of the prime mover thereby alternatively making use of the receivers. The fault in the system lies in the fact that each receiver has to be compatible to prime mover in rpm and direction of rotation.

SUMMARY OF INVENTION : To overcome the above deficiency the invention seeks an independent multi output drive which allows tranmission of power from one or more prime movers to receivers without the need to manually dismantle the receivers and allows flexibility in recievers'revolutions per minute and direction of rotation viz. a viz. the prime mover.

This invention relates to transmission of rotary power from just one end of prime mover (s) to two or more receivers alternatively/simultaneously as required without manual dismantling of the receivers).

BRIEF DESCRIPTION OF DRAWINGS : Figure A represents one arrangement of the drive.

Figure AA, Figure B and Figure BB represent the other arrangements of the drive Figure C1 ? C2 dE C2J represent the clutch faces (jaws).

Figure D D1J & D2 are developed views of the mating clutch faces. Figure E, Figure F, Figure G, Figure H, Figure I, Figure J, Figure K and Figure L represent the other arrangements of the drive.

DETAILED DESCRIPTION OF THE PREFERED EMBODIMENT: The invention can be explained by FIGURE A as under: The main shaft (M) is coupled/clutched/connected to a prime mover (PM).

For stability"M"is supported on bearing (s) in pedestal or housing (BP). A set of bearings (B) mounted on it upon which is mounted a free fixed pulley (FFP).

"FFP"is for the purpose of transmitting rotary power or remaining stationary on"M". The provision of grooves (integral or mounted) on"FFP"for Chain/ Belts/gear teeth, etc. on its outer diameter is to facilitate power transmission to another pulley. The provision of a clutch face (CF) integral or mounted on the face of the"FFP"away from the"PM"can assist in taking power from transmitting housing (TH) as and when required.

As indicated in the figure, straight splines or such other machined surface of length LA have been provided on the length of"M7 Ler"FFP".

For permanent rotary movement, a"TH"is mounted on LA and having on its internal diameter female straight splines or such other machined surface of suitable strength, length and design identical to those on"M". On one side of "TH", facing"FFP", is a"CF"integral or mounted as required but matable with the"CF"of"FFP". On the other side of"TH"is also a"CF", mounted or integral and of desired type.

Further a groove is provided on the outside diameter of"TH", a brass holding stirrup (S), attached to a lever which when moved laterally makes the"TH"to move on the"M", laterally.

A three position lever is then fixed on"TH"through the"S". The three positions II, I or N indicate at which respective positions"TH"is mated to "FFP", rotary housing (RH) or is unmated.

The total length of"TH"is less than LA.

After the LA are"B", mounted on"M". On"B"is mounted a"RH". On one face of"RH"facing"TH", is a clutch face integral or mounted as required butmatable with"CF"of"TH".

The housing can be stationary, because of the provision of internal"B" mounted on"M", when"M"is rotating. Also this housing is supported by a "BP"on its outer diameter or its extended shaft."RH"may also rotate with "M"when it is mated to"TH".

In figure A, a coupling (C) is shown mounted at the other end of"RH". An extended shaft can be mounted on"RH"at this end and the"BP"shifted from outer diameter of"RH"to its extended shaft."C"can then be mounted on the end of extended shaft. Thus"RH"in turn supports the shaft"M"and so the entire assembly.

Output can be taken from (C) at driven equipment I (DE I).

For the purpose of taking power from II/'; FFP", m auxillary shaft (AS) is mounted on"BP"s or some such support. On"AS"is mounted a fixed pulley (P) with groves for belts or chain or a gear on its outer diameter to facilitate receiving of power from"FFP".

"AS"is mounted in such a way that"P"receives power from"FFP". Ratio and sizes of"FFP and"P"are adjusted according to the requirement."P"can also be mounted directly on input shaft of driven equipment II (DEII) in lieu of"AS".

The clutch faces on"TH","FFP"and"RH"are jaw type and explained below.

Figure Cl shows the"FFP", more specifically its clutch face (CF)-"VIEW- KK".

View at"AA"gives a cross section of one jaw, which is identical to all other jaws on"FFP".

Since the direction of rotation is known, the mating and relief side of each jaw is also known.

Side"ed"is mating side of jaw.

Angle"edc"is acute in lieu of right angle.

"cd"is parallel to root"ae".

"cba"is relief side of jaw.

Angle"bcd"is obtuse angle.

Relief gle"bcd"and mating angle"edc"designed as per specific requirement but generally slope of"bc"with reference to the vertical is more than slope of "ed"with reference to the Vertical, thus enabling stronger jaws within same clutch dimensions.

If direction of rotation is reverse, then even on the jaws, the mating and relief sides are interchanged.

Purpose of straight face"ab"is explained later.

Figure C2 shows"TH", more specifically its clutch faces.

"TH"has two clutch faces, one mating with"FFP"and with"RH". Figure C2 describes that"CF"-"VIEW JJ", of"TH"which mates with the"CF"of "FFP". View at"BB"gives a cross section of one jaw which is identical to all other jaws on this face of"TH"which mates with"CF"of"FFP".

Since the direction of rotation is known, the mating and relief side of each jaw is also known.

"ml"is mating side of jaw.

Angle"Imn"is acute angle and equal to angle"cde"shown in figure Cl.

Due to this angled mating, the jaws tend to pull towards each other and grip each other while rotating. The jaws thus have a positive clutching, a pull towards each other (a grip) as against the static (passive) clutching normally associated with straight faced jaws. In fact even lesser engagement of jaws along length"ed"and"lm"will pull the two jaw faces towards each other and the"TH"which is on splines will slide on shaft and ultimately full engagement can occur.

Relief obtuse angle helps in easier engagement and disengagement.

Length"mn"is jaw size and parallel to root"lp".

"nop"is relief side of jaw.

Angle"opy"is obtuse angle.

"no"is straight face on relief side of jaw and mates with 4'ab", at time of accidental reversal of rotation or while shutting off when driver and driven roles get reversed, sometimes.

Angle"opy"is less than angle"bcd"so that sloping surfaces of the relief side of jaws never meet, only the straight faces viz"ab"and"no"meet. Thus even while accidental reversal occurs, jaws do not disengage.

If there is a specific requirement, straight faces"ab"and"no"can also have acute angles similar to"de"and"ml"for giving a grip (positive clutching) whenever reversal occurs.

Relief side of jaws can be plain-straight or acute in lieu of obtuse angle i. e.

"abc"and"nop"shown in Cl and C2 can be straight lines. Thus mating sides are angled, as shown and serve the purpose of"grip'asdescribed above.

The non mating sides can be straight or similarly angled (acute angle) as in mating side as per specific requirement.

The jaws of clutch face are narrower at ID but wider at OD. One thus gets lower cross section at the ID of each jaw.

In figure Cl"view-SS"gives a cross sectional view of one jaw, which is identical to all other jaws on"FFP".

"ji"is the side of the jaw on the OD.

"hgf"is the side of the jaw on the ID.

Instead of a regular straight line"hgf"the jaw is strengthened by a chamfer at the ID resulting in"fgf".

The cross section"fgf"reinforces the jaw at the ID.

Although the jaw meets on the face jihgf", point"f"is not a corner as in conventional case, resulting in stronger jaw at ID.

In figure C2"view-TT"gives a cross sectional view of one jaw which is identical to all other jaws on"TH".

"vu"is the side of the jaw on the OD."tsr"'is the side of the jaw on the ID.

Instead of a regular straight line ;'tsr"'the jaw is strengthened by chamfer at the ID resulting in"rsr"'.

The cross section"rsr"'reinforces the jaw at the ID.

Although the jaw meets on the face"vutsr"'only, the point"r"'is not a corner as in conventional case, resulting in stronger jaw at ID.

Angle"A 1"is always less than"A 2"so that during reversal the jaws never meet at angled surface but only at straight face. Hence accidental unmating is avoided (above para is explained by figure Dl which is a developed view of jaws at outer diameter).

This same principle can be used in other such engagement devices and more specifically on clutch faces between"RH"&"TH"&"TH"&"FFP".

Although angles"A I","A 2'", etc. are shown dimensions and angles of jaws are arrived at by determining all the angles with reference to the centre line of the clutch.

In all the jaws on one clutch face (CF2) the straight side"ab"is at root whereas in all jaws on the opposite clutch face (CF1) the straight side"no"is at neck.

The same clutching mechanism can be used by reversing only one or more of these straight faces in such a way that the jaws completely mate at predetermined position (s) on the clutch face only (shown in figure D 2) to achieve positional clutching.

In all jaws the sharp corners and edges are finely rounded off or chamfered in a way that the corners/edges do not meet.

Figure C2J shows an isometric view of one jaw of the i'TH"clutch face which is similar to all other jaws on"TH". While mating, all the jaw faces do not completely meet each other as the clutch face material is basically stiff (viz. iron, steel). Invariably some jaw teeth portions are loaded more than the others.

So on the mating face a thin pad (but equal in size to the jaw face, sans the chamfer at the root or ID) of"rubber" (neopren, viton, etc.) or any such compressible material (CP) is stuck. On this another thin wear plate (of iron, etc.) (WP) of same size is stuck (which may be integral with the compressible pad).

The jaws now meet on the wear plate (WP) only, but because of the compressibility of the sandwiched pad (CP), all the jaw faces (plates) meeet each other more equally, and power transmission takes place more evenly, these also absorb the impact l shock loads. Each jaw tooth is now more equally loaded as compared to straight metal to metal contact without the sandwiched compressible material pad. Periodic change of compressible material pad (CP) and wear plate (WP) is cheaper than changing entire clutch face.

Although because of above the jaw teeth become thinner to accomodate the plates (metal and compressible), it is more than compensated because of even loading of the jaw teeth.

Only"lP"without the"CP"can also be stuck on to the mating jaw faces.

Thus the metallic wear plate protect the jaw faces.

The above can be done on both the mating clutch faces or only on one, as desired (shown in C2J). The mating faces (the wear and (or) rubber plates) can still be at accute angle with reference to each other to facilitate the grip as explained earlier and shown in figure D1J which is a developed view of the jaws at outer diameter using the wear and rubber plates.

The basic configuration remaining same following extra provisions can be made.

1. More outputs can be taken from II i. e."FFP"by adding extra grooves on"FFP"and mounting two outputs on"AS"or even having another shaft on other side to give multiple outputs at II.

2. One or more fixed pulley (s) can also be mounted on"RH"main body or on its extended shaft as per design for taking of more outputs to other driven equipments at I (points (1) & (2) are explained by figure AA).

3. A bearing mounted in a housing can be used to replace the stirrup for the same effect on"TH".

4. Transmitting housing can be split radially and each"TH"can then have a stirrup/bearing in a housing on their respective outer diameters. This would facilitate both I and II to give outputs simultaneously or alternatively as desired by user. These two"TH"can have positions I and N and/or II and N respectively to mate independently with I or (and) II or (and) remain neutral.

With this change both I and II can be used to give outputs simultaneously or alternately as required, only constraint that for simultaneous use the prime mover power should be greater than or equal to power output at I plus power output at II. Spline length LB is greater than total length of"TH I"+"TH II".

(This is explained by figure B).

5. Transmitting Housing"TH II"can be shifted and brought immediately after "BP"on main shaft"M". Also splines or such other machined surface of suitable strength, design and straight length"L II"are provided immediately after"BP'on"M"to accommodate"TH Ir'. Thus we have positions Neutral and II immediately after"BP", then"FFP", then splines or some such machined surface of Length"L I"to accommodate"TH I"and then"RH"on shaft"M". This is explained by Figure BB.

Basically, figure BB is not different from figure B except that here"TH I" and"TH II"are away from each other and there are two splines or some such machined surface of suitable length, strength and design cut on the shaft to accommodate the two"TH"s mounted separately as against just one length of splines or some such machined surface but longer in Figure B where both the"TH I"and"TH II"are mounted together and near each other.

6. Additional independent outputs can be taken from shaft"M"by mounting the set of"FFP", its bearings,"TH"and having splines or some such machined surface, on the shaft"M"to accommodate respective"TH". This is explained in Figure E & Figure F.

Thus one can have multiple indendent outputs by way of mounting above sets on shatt"M".

Shaft"M"can be supported by additional bearing (s) in housing or pedestal (BP) in between the"FFP"s or between"FFP"&"RH"as determined by loading patterns.

7. The clutching system which is jaw type can be replaced by a hydraulic/ fiictional/electromegnetic/pin bush clutch splines, etc.

Clutch engagement comprising the levers, etc. can be changed as per specific application requirement.

8. Unit can also be simplified by doing away with"FFP", its bearings and clutch face on"FFP"side of"TH". Thus one has only 2 options N & I. One thus has independent output only at"DE I".

A fixed pulley (FP) can also be mounted on"M". Thus fixed outputs can be taken from"DE 11", DE III etc. by mounting the respective"FP"s directly on"M"as desired.

Thus one has fixed outputs at"DE II","DE III", etc. but independent output at"DE I". This is explained by figure G. Similarly by removing"TH I","RH", its bearings, etc. and mounting"BP"on main shaft"M"in lieu of"RH", one has independent outputs from"M"via the various"FFP"s only alongwith a fixed output at"DE I"as desired. This is explained by figure H.

9. In specific cases a simple push pull mechanism can be used in lieu of stirrup /bearing in a housing to move the"TH"when the clutch faces are acute angled jaw type as mentioned above.

The clutch faces being acute angled jaw type no force will be required to hold the"TH"in place at time of power transmission and hence no holding mechanism required.

10. Brakes can be incorporated on"TH","RH","FFP","FP", etc. as required to bring unit to a halt quickly.

11. Additional"PM"s can be incorporated into the system (by connecting the same through the"FFP"s shown in A, B, BB, E, F, etc. in lieu of the"DE"s) to supply power to the various driven equipments alternately/as required.

Thus one may have more than one"PM"to supply power alternately/as required to the driven equipments which may also be one or more in number.

A single driven equipment can be connected to the unit in lieu of the"PM" (shown in figure A, B & BB) and two prime movers in place of"DE I"&"DE II"respectively can be used to supply power alternately/as required (shown in figure I).

12. Two main shafts as explained above with their various connections can be mounted alongside.

Prime mover X [PM (X)] and Prime mover Y [PM (Y)] connected to each.

This is explained by figure J. One can thus have free and independent transfer of power from the"PM (X) to the driven equipments of"PM (Y)" i. e."DE I (Y) 7',"DE II (Y)", etc. and vice versa via the"FFP"of each shaft.

Thus"PM (X)'can also be used to drive the"DE II (Yy' or"'DE I (Y)" or both as required and vice versa. Only constraint that when"PM (Y)" [or "PM (X)"] is powering the driven equipments of"PM (X)" [or"PM (Y)"],"PM (X)" [or"PM (Y)"] needs to be free of its main shaft"M (X)" [or"M (Y)"] or capable of rotating with'; M (X)" [or"M (Y)"] without any damage or power loss.

One can have additional"PM"s or"DE"s connected to any of the main shafts as required, by"FFP"/"FP"/"P". One can even delete/relocate one or more ofthe'; DE"l"PM", asdesired.

13. Rotary housings"RH" (with or without their extension shaft) alongwith internal bearings, can be mounted on both sides of the Main shaft"M". These can in turn be supported by"BP"s on their outside diameters (or extended shafts). Subsequently, their respective"TH"with their internal splines or such other machined surface on their internal diameter can be mounted on the main shaft"M"having splines or such other machined surface on its outside diameter of suitable length, strength and design.

The clutch faces of the"RH"and respective"TH"face each other. The main shaft"M"is now independent of both the"PM"or"DE"on one end and the "DE"or"PM"on other end. y Other"PM"/"DE"can be connected via the"FFP"s/"FP"s/"P's to the main shaft. One can delete/relocate one or more of the"PM"/"DE", as desired.

Thus one has independent multi output (s)/multi input (s) from the unit.

This is explained by figure K.

"PM I"is connected via the"RH IV7'and"TH IV"combination on one end and"DE I"by the"RH I"and"TH I"combination on other end of the shaft.

"DE II"is connected to the main shaft via the"FFP II"/"P II"combination and"PMII"is connected to the main shaft via the"FFP III7'/"P III't combination.

Thus the various"TH"will mate independently or remain neutral and one can have the prime mover (s) to independently power the driven equipment (s) simultaneously or alternately as required.

Here because the shafts are independent of both ends, connection or disconnection of"PM I"and"DEI"is possible, as desired.

14. Two main shafts (having"RH"mounted on both sides) can be mounted alongside. Prime mover X ["PM (X)"] and prime mover Y ["PM (dz connected to each main shaft"M (X)"and"M (Y)"respectively. This is explained by figure L.

One can thus have free and independent transfer of power from the"PM (X)" to the driven equipments of"PM (Y)" i. e."DE I (Y)","DE II (Y)", etc. and vice versa via the"FFP"of each shaft.

Thus"PM (X)"can also be used to drive the"DE II (Y)" or"DE I (Y)"or both as required and vice versa.

Here because the shafts are independent of both ends, connection or disconnection of"PM (X)" and"PM (Y)" is possible, as desired.

One can have additional"PM"s or DE's connected to any of the main shafts as required by"FFP"/"FP"/"P". One can even delete/relocate one or more of the"DE"/"PM", as desired.

15. Although couplings, fasteners, sleeves, pedestals, keys, washers, etc. are used to fasten the bearings, pulleys, shafts, couplings, etc. the same are not shown on the drawings to avoid confusion or making the drawings too complicated.

16. In the drawings the driven equipments and prime movers associated with the various"FFP"s are shown connected on one/particular side of the main shaft.

These driven equipments can be shifted and mounted on either side based on site and specific requirement.

17. In the drawings a coupling is shown bolted on to the fag end of"E't.

However, this can also be keyed on to the outer diameter of"RH", as required.

18. Wherever one or two bearings are shown in the drawing, they can be one or many as required by design.

19. Full clutch faces can be coated with rubber to give compressibility to all-metal mating jaw faces to ensure maximum contact between mating jaws.

Only drawback being that periodic recoating after wear and tear, is relatively more expensive proposition viza viz pads.

20. The word rubber is used to denote any compressible material like neopren, viton, nitrile, etc. etc.

Note :-From point 4 onwards above, unless specifically mentioned 1)"TH","TH I","TH iI", etc. include brass/bronze stirrup or bearing in a housing with its lever attachment and 2)"TH","FFF","RH", etc. include the clutch faces"CF".