Improvements in or relating to Brakes for Vehicles.
Year: 1893

page_text: Date of Application, 4th Mar., 1893
Complete Specification Left, 21st Nov., 1893-Accepted, 23rd Dec., 1893
PROVISIONAL SPECIFICATION.
Improvements in or relating to Brakes for Vehicles.
A communication from JULES DES GEORGES, of Paris, in the Republic of France,
Engineer and Machine-builder.
I, ALFRED JULIUS BOULT of 323 High Holborn in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention to be as
follows:-
The improved brake mechanism the principal object of which is to cause the
brake-shoe instantaneously to approach and firmly engage the wheels of the vehicle,
as a result of a very slight effort on the part of the driver, mainly consists of two
screws threaded in opposite directions to each other, that is to say while one has a
right-hand thread the other has a left-band thread. The opposite ends of these
screws have rod extensions which terminate in yokes serving to connect the
mechanism with other operating and retaining parts. The screws are each fitted
within a nut and these nuts are connected at their adjacent ends by a sleeve, a
space being left between these ends. Part of this space is occupied by a spring-
The spring
barrel the object and operation of which will be set forth further on.
is secured at its external end to the inside of the sleeve preferably by means of a
screw introduced from the outside, while its inner end is connected with a shaft
extending on each side in the shape of square rods which enter corresponding
recesses also of square shape provided within the screws and coinciding with the
axes of the same. It will be seen that owing to this arrangement the yoked rods
and consequently the screws are prevented from turning, and that if the sleeve is
turned, the nuts connected therewith will turn with it, which will cause the screws
to be moved closer to each other. If therefore the yoke of one of the rods be
connected to a fixed point, i.e. if one of the screws is incapable of moving in the
longitudinal direction, the rotation of the sleeve will on the one hand cause the
whole mechanism formed by the nuts and the sleeve to move forward on this
stationary screw while on the other hand the other screw will move within its nut,
provided of course that the said screw is free to move longitudinally, the speed
with which the screws will move towards each other will therefore be twice as
great as it would be if only one screw were to operate in a nut.
The foregoing is a description of the principle of the improved brake-device,
and the following is a description of what is considered the best method of applying
it to actual practice and of operating it in connection with carriages and vehicles
of various kinds.
The device as applied to a heavy vehicle such as an omnibus, has preferably
two sleeves, one for each brake-shoe.
In this arrangement the yoke of one of the screw rods is connected to a
suitable point of the appropriate wheel axle. The yoke of the other screw rod is
connected to a suitable point of a lever which is pivotted at one end to a fixed
point under or on the body of the carriage and carries the brake-shoe at its
other end in the vicinity of the vehicle wheel. The arrangement in connection
with the wheel on the left of the vehicle is of course similar to that of the wheel
on the right. The sleeve is thus situated between the axle and the lever bar
carrying the brake-shoe.
The outer periphery of the sleeve is provided with a groove within which one
end of a chain is secured by means of a screw or equivalent, the other end of
the chain being similarly secured to the sleeve operating the brake of the
other wheel. The central portion of the said chain passes over two pulleys
.
D

page_text: turning on shafts secured to the bottom of the vehicle and arranged symmetrically
on each side of the longitudinal axis thereof, and also over a third pulley
adapted to exercise a drawing or pulling action, and mounted in a yoke or
frame the head of which is connected with the draw-chain operated from the
driver's seat by means of a pedal or hand lever and if desired a series of other
levers. Pulleys suitably arranged within the body of the vehicle, ensure the
proper operation of the draw-chain, the tension of which is adjustable by means
of a rod screwed into a sleeve, the said rod and sleeve together constituting a
connecting link.
The pulley carrying frame or yoke is extended backwards from the chain the
extension assuming the shape of a rod guided within brackets secured to the
bottom of the vehicle the said rod being acted upon by a spring tending to bring
the said yoke or frame and also therefore through the various connections the
pedal back to the position of rest.
It will therefore be understood that when the pedal is depressed the various
connections will cause the sleeve chains to be unwound in their grooves from the
sleeves, whereby these sleeves and their nuts will receive rotary motion, with the
result that, as before stated, the rapid movement of the screws towards each
other will cause the brake-shoes to move against the wheels and very firmly to
adhere to them.
During the rotation of the sleeves the internal springs are so wound up and
stretched, that when the pressure upon the pedal is discontinued the said springs
expand as they unwind, and drive both the sleeves and the nuts in the opposite
direction, thereby causing the screws to unscrew or in other words to move away
from each other, with the evident result that the brake-shoes will also move away
from the wheels and thus release them.
As soon as the pedal is no longer depressed, the spring acts upon the yoke-rod
so as to move back the yoke along with the pulley which it carries, and thereby to
bring the draw-chain and through its various connections, the pedal itself back to
their initial positions. The springs of the sleeves then only have to operate with
a view to withdrawing the brake shoes from the wheels and drawing the transverse
chain back to its original position. Owing to the arrangement of this draw-chain,
any want of simultaneousness in the action of the respective brakes, which may
be owing to the rim of the wheel not being strictly circular will in no way
interfere with the proper operation of the device, for it will be understood that if
one of the shoes should act upon its wheel before the other, as the chain will still
continue its drawing action, under the action of the pedal the pulley on the part
of the chain corresponding with the brake-shoe which is somewhat late in operating
will continue till this brake-shoe does operate.
In the application of this improved brake-device to light vehicles such as cabs
or the like, one sleeve will be sufficient. This sleeve is arranged so as to coincide
with the longitudinal axis of the vehicle, under the bottom surface thereof, the end
of the stationary screw being secured to the body of the vehicle in any convenient
manner while the end of the opposite longitudinally movable screw is linked to
the central portion of a lever which other pivotted levers connect to the levers
carrying the brake-shoes.
These brake-shoe-carrying-levers are pivotted at fixed pivots connected to the
body of the vehicle preferably by two links or rods, one horizontal and one
vertical and also to the axle of the wheel by a rod. The draw-chain operating
the sleeve is conducted over a pulley under the body of the vehicle so as to be
connected to the pedal intended to operate the brake.
The two methods of carrying out this invention have only here been described
by way of example and in order to enable the principle and practical value of
the invention to be more readily understood. It will be obvious from the fore-
going description that the main feature of the improved brake-device is the double-
screw-sleeve, in which the two screws are threaded in opposite directions one of

page_text: the said screws being stationary while the other is capable of longitudinal displace-
ment, as is also the sleeve receiving two screws. The sleeve therefore turns on the
stationary screw, while the movable screw moves longitudinally within the sleeve
whereby the ends of the screws are adapted to be moved closer together or farther
apart, by which arrangement the speed of motion of the movable screw and also
consequently of the devices connected therewith is doubled.
The before described apparatus may be modified without departure from the
principle of the invention, for example the spring within the sleeve may if preferred
be dispensed with and replaced by a spiral spring of either flat or other shape,
arranged externally and tending to draw back the sleeve which in that case would
be formed in one piece.
Dated this 4th day of March 1893.
W. P. THOMPSON & BOULT,
Of London, Liverpool, Manchester, and Nottingham,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or relating to Brakes for Vehicles.
A communication from JULES DES GEORGES, of Paris, in the Republic of Frances
Engineer and Machine-builder.
I, ALFRED JULIUS BOULT of 323 High Holborn in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :-
The construction and employment of this improved brake-mechanism will be best
understood by reference to the accompanying drawings in which
Figure 1 is a view partly in elevation and partly in longitudinal section.
Figure 2 is a transverse section on line X Y Figure 1.
Figure 3 is a sectional elevation of part of a heavy vehicle such for example as
an omnibus, fitted with the improved brake-device.
Figure 4 is a plan corresponding to Figure 3.
Figure 5 is an elevation of part of a light vehicle such for example as a cab
provided with the improved brake-device, and Figure 6 is a plan corresponding to
Figure 5.
Referring in the first place to Figures 1 and 2, it will be seen that the improved
brake-mechanism, the principal object of which is to cause the brake-shoe instan-
taneously to approach and firmly engage the wheels of the vehicle, as a result of a
very slight effort on the part of the driver, mainly consists of two screws threaded
in opposite directions to each other, that is to say while A has a right-hand thread
B has a left-hand thread. The outer ends of these screws have rod extensions A¹
and B respectively. These rods A¹ and B' terminate in yokes A and B
(Figs. 3 and 4) serving to connect the mechanism with other operating and retaining
parts. The screws A and B are each fitted within a nut C and D respectively, and
these nuts C and D are connected at their adjacent ends by a sleeve E, a space F
being left between these ends. Part of this space is occupied by a spring G, the
object and operation of which is set forth further on. The spring G is secured at
its external end G' to the inside of the sleeve E preferably by means of a screw G
introduced from the outside, while its inner end H is connected with a shaft H¹
extending on each side on the shape of square rods I I¹ which enter corresponding
recesses JJ' also of square shape provided within the screws A B and coinciding
with the axes of the same. It will be seen that owing to this arrangement the
rods A'B' and consequently the screws A B are prevented from turning, and that
if the sleeve E is turned, in one direction the nuts CD connected therewith will

page_text: If
turn with it, which will cause the screws to be moved closer to each other.
therefore the yoke A" of the rod A¹ be connected to a fixed point, i.e. if the screw A
is incapable of moving in the longitudinal direction, the rotation of the sleeve E will
on the one hand cause the nuts CD and the sleeve E to move forward on the
screw A and on the other hand the screw B will move within its nut D provided of
course that said screw B is free to move longitudinally, the speed with which the
screws A and B will move towards or from each other will therefore be twice as
great as it would be if only one screw were to operate in a nut.
The foregoing is a description of the principle of the improved brake-device and
it will be seen by reference to Figures 3, 4, 5 and 6 what is considered the best
method of applying it to actual practice and of operating it in connection with
carriages and vehicles of various kinds.
In Figures 3 and 4 the device is shown as applied to a heavy vehicle such
as an omnibus for which purpose it has preferably two sleeves E one for each
brake-shoe.
In this arrangement the yoke A" of the rod A' of screw A is connected to a
suitable point K of the appropriate wheel axle L. The yoke B" of the rod B' of
screw B is connected to a suitable point K' of a lever L which is pivotted at one
end to a fixed point M under or on the body of the carriage and carries the brake-
shoe M' at its other end in the vicinity of the vehicle wheel M". The arrangement
in connection with the wheel on the left of the vehicle is of course similar to that of
the wheel on the right. The sleeve is thus situated between the axle L and the
lever L carrying the brake-shoe M¹.
The outer periphery of the sleeve E is provided with a groove E' within which
one end of a chain O is secured by means of a screw or equivalent, the other end of
the chain being similarly secured to the sleeve E operating the brake of the
other wheel. The central portion of the chain O passes over two pulleys a b
turning on shafts secured to the bottom of the vehicle and arranged symmetrically
on each side of the longitudinal axis thereof, and also over a third pulley c adapted
to exercise a drawing or pulling action, and mounted in a yoke or frame d the head
of which is connected with the draw-chain e operated from the driver's seat by
means of a pedal for hand-lever and if desired through another lever g h and link i.
Pulleys j k suitably arranged within the body of the vehicle, ensure the proper
operation of the draw-chain e the tension of which is adjustable by means of the
rod screwed into the sleeve m, said rod and sleeve m together constituting the
last-mentioned link i.
The frame or yoke d is extended backwards from the chain e the extension
assuming the shape of a rod n guided within brackets o o' secured to the bottom of
the vehicle, said rod being acted upon by a spring p tending to bring the said yoke
or frame and also therefore through the various connections, the pedalf back to
the position of rest.
It will therefore be understood that when the pedal is depressed in the direction
of the arrow, the lever gh and link i, chain e, rod n, yoke d, pulley c, and the
parts connected with the chain O will also move in the direction of the respective
arrows, and the ends of the chain O will be unwound in their grooves E¹ from the
sleeves E, whereby these sleeves and the nuts CD will receive rotary motion, with
the result that as before stated, the rapid movement of the screws B towards A
will cause the brake-shoes M' to move against the wheels M" and very firmly to
bear upon them.
During the rotation of the sleeves E the internal springs G are so wound up
and stretched that when the pressure upon the pedal f is discontinued the said
springs G expand as they unwind and drive both the sleeves E and the nuts C
and D in the opposite direction, thereby causing the screws A B to move away
from each other, with the evident result that the brake-shoes M will also move
away from the wheels M" and thus release them.
As soon as the pedal fis no longer depressed, the spring p acts upon the rod n

page_text: of the yoke d so as to move back said yoke d along with the pulley c which it
carries and thereby to bring the draw-chain e lever gh link i and the pedal fitself
back to their initial positions. The springs G of the sleeves E then only have to
operate with a view to withdrawing the brake shoes M' from the wheels and
drawing the transverse chain O back to its original position. Owing to the
arrangement of this draw-chain, any want of simultaneousness in the action of the
respective brakes, which may be owing to the rim of the wheel not being strictly
circular, will in no way interfere with the proper operation of the device, for it
will be understood that if one of the shoes should act upon its wheel before the
other, as the chain O will still continue its drawing action, under the action of the
pedal, the pulley on the part of the chain corresponding with the brake-shoe
which is somewhat late in operating will continue till this brake-shoe does
operate.
Figures 5 and 6 illustrate the employment of this improved brake-device in
connection with light vehicles such as cabs or the like. In this case one sleeve E
will be sufficient. This sleeve is arranged so as to coincide with the longitudinal
axis of the vehicle, under the bottom surface thereof, and its fixed point is at 9,
while the end of the opposite longitudinally movable screw is linked to the central
portion of a lever which links S S' connect respectively, to the two levers L¹
carrying the brake-shoes M'.
The draw-chain v
These brake-shoe-carrying-levers are pivotted on fixed pivots t connected to the
body of the vehicle preferably by two links or rods, one, t", horizontal and the
other, t, vertical, and also to the axle of the wheel by a rod u.
operating the sleeve E is conducted over a pulley v¹ under the body of the vehicle
so as to be connected to the pedal intended to operate the brake.
The two methods of carrying out this invention have only here been described
and shown by way of example and in order to enable the principle and practical
value of the invention to be more readily understood. It will be obvious from the
foregoing description that the main feature of the improved brake-device is the
double-screw sleeve, in which the two screws are threaded in opposite directions
one of the said screws being stationary, while the other is capable of longitudinal
displacement, as is also the sleeve receiving the screws. The sleeve therefore turns
on the stationary screw, while the moveable screw moves longitudinally within the
sleeve, whereby the ends of the screws are adapted to be moved closer together or
farther apart, by which arrangement the speed of motion of the movable screw and
also consequently of the devices connected therewith, is doubled.
The before described apparatus may be modified without departure from the
principle of the invention for example the spring within the sleeve may if preferred,
be dispensed with and replaced by a spiral spring of either flat or other shape
arranged externally and tending to draw back the sleeve which in that case would
be formed in one piece.
Having now particularly described and ascertained the nature of the said inven-
tion as communicated to me by my foreign correspondent, and in what manner the
same is to be performed I declare that what I claim is ;-
1. Mechanism for brakes of vehicles comprising a sleeve threaded at each end
for screwed rods with equal and opposite threads one rod being fixed and the other
movable in the longitudinal direction and working within the sleeve which moves
it while it is itself similarly movable and moved longitudinally by turning upon
the fixed screw the combination having for its effect to double the rapidity of action
of the fixed screw and consequently also of the parts operated by it substantially as
described.
2. The combination and arrangement of parts constituting the complete brake
apparatus substantially as described and illustrated in Figures 1, 2, 3 and 4 of the
accompanying drawings.
3. The combination and arrangement of parts constituting the complete brake

page_text: apparatus substantially as described and illustrated in Figures 1, 2, 5 and 6 of the
accompanying drawings.
Dated this 21st day of November 1893.
W. P. THOMPSON & BOULT,
Agents for the Applicant.