Improvements in Apparatus for Starting Carriages of any· Kind.
Year: 1894

page_text: Date of Appl.cation 3rd Mar., 1894
Complete Specification Léft, 3rd D c., 1594-Accepted, 5th Jan.; 1895
PROVISIONAL SPECIFICATION. -
Improvements in Apparatus for Starting Carriages of any· Kind.
I, The MARQUIS AUGUSTE MARIE GILBERT DE LA ROCHEFONTENILLES,
of 51 Avenue Montaigne, Paris, in the Republic of France, Landlord, do hereby
declare the nature of this invention to be as follows:-
1
My invention relates to apparatus for starting carriages of any kind.
The principle of my mechanism lies in the fact that in order to set the carriage
in motion it is first necessary to turn the wheels imparting to them an accelerated
velocity, and it is only from the moment when the wheels have acquired the velocity.
which they should have if the horses were yoked directly to the axles that the
apparatus ceases to act and that the horses commence to pull directly upon
the axles.
In order that the nature of my invention may be properly understood I have.
represented in the accompanying drawing by way of example an arrangement which
enables the same to be carried into practice.
In this drawing
Figure 1 is a diagram showing the principle by means of which the transmission
of the power is obtained.
Figure 2 is a longitudinal vertical central section showing the whole of my
apparatus as applied to a two-wheeled carriage.
Figure 3 is a portion of a transverse vertical section on the line 1 to 2 of
Figure 2.
Figure 4 is a plan showing my device applied to a four-wheeled carriage to be
drawn by three horses.
Siinilar letters denote corresponding parts in all the drawings.
As shown in the diagram Figure 1 the principle of the transmission of the power
is based upon the employment of tractional forces P and a resistance Q upon the
unequal lever arms fixed at a suitable angle of from 60 to 90 degrees for example
such as a b and a c. The two arms which are invariably connected with each other
at an angle bac= A so as to form a bell crank lever can turn about the point a
from the position b'a c' to the position b³ a c².
If the directions of the tractional forces P and the resistance Q are supposed to
be parallel which is nearly correct in practice then for any position of the lever
such as a b and a c, I have for the equilibrium position

page_text: is to say the rotary action of the force P becomes nil and consequently P acts only
by traction upon the point a.
2
Hence I conclude that at the beginning of the motion the force exerted is
infinitely large, that is to say whatever may be the resistance Q to-be overcome it
will always be overcome and the value of the force will gradually decrease relatively
to the resistance down to nought but at this exact moment the force acts only
tractively and not rotatively as it has been acting up to this point.
Therefore I suppress the jerk at starting by imparting by means of the mechanism
hereinafter described a rotary movement which gradually increases as far as the
speed which is to be obtained in relation with the force exerted. In short I suppress
the sudden pull on the collar which the horses give in order to set the carriage
directly in motion and it is only from the moment when the wheels have acquired
the velocity which they should have if the horses were yoked directly with the
axles that the apparatus ceases to act and that the horses commence to draw directly
upon the axles.
Referring now to Figures 2 and 3, I fix upon each shaft a bracket b in which a
pivot c turns upon this pivot is fixed at a suitable angle a bell crank lever the
large arm d of which receives the chain or trace e the small arm f being connected
by a rod, rope or cord g with the ear h of the box i.
When the vehicle is at rest the arm f and the rod, cord or cable g are in a line
and held in this position by the counterweight k and by the action of the spring
fixed upon the rear extremity of the shaft. This spring is connected by a rod, cord,
or cable m' with the ear n¹ carried by the box i.
This box i turns freely upon the journal o of the axle p.
In the interior of the box i are arranged symmetrically relatively to the centre the
held by springs r so as to be in engagement with the rings fixed upon the
nave of the wheel u when the apparatus is set in motion.
cams q
The operation is as follows: The carriage being at rest the mechanism is in the
position shown in Figure 2. As soon as the horses commence to pull, owing to the
bell crank lever d, fand the rod, cord or cable g attached to the box i the cams q
are carried round by the movement of the box and wedge upon the rim s thus
turning the wheels u through a certain angle until the arm d of the bell crank lever
occupies a horizontal position. From this moment the carriage moves as if it had
been drawn directly.
t
During the movement the cords g and m¹ and the springs remain in tension
without interfering with the movement but as soon as the carriage has stopped or
the traces expand for some reason or other, the boxes i under action of the springs
rotate backwards and carry round the cams 7 which take up their original position
again.
In the application of my system to four-wheeled carriages it will be understood
that for the starting of the front wheels the mechanism is similar to that before
described provided however that there is only one horse which draws or that the
horses are yoked tandem but when these horses are yoked side by side two and two,
or three and three the axis c is prolonged so that all the spring bars may be
connected each by a lever; I thereby ensure that whichever horse may pull it will
always act upon the two wheels at the same time.
For effecting the starting by the rear wheels as shown in Figure 4, the axis c
mounted upon the bar carries the levers d to which the spring bars are hooked.
In the middle of this axis c is placed the bell crank lever f from which the rod, cord,
or cable y extends passing between two rollers z placed on each side of the main pin
and is fixed to the bar the extremities of which receive rod cords or cables g
connected to the boxes i. It is seen from this arrangement that the distances
between the points of attachment remaining constant a start will be effected what-
ever may be the position of the fore carriage.
It will be understood that the engaging device which is described as being
situated in a box on the nave may be constructed in any other suitable manner and

page_text: placed either above or in the interior of the nave so as to. cause the wheel to be
Totated.
Dated this 3rd day of March 1894.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
I: The MARQUIS AUGUSTE MARIE GILBERT DE LA ROCHEFONTENILLES,
of 51 Avenue Montaigne, Paris, in the Republic of France, Landlord, 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:-
My invention relates to apparatus for starting carriages of any kind.
The principle of my mechanism lies in the fact that in order to set the carriage
in motion it is first necessary to turn the wheels imparting to them an accelerated
velocity and it is only from the moment when the wheels.have acquired the velocity
which they should have if the horses were yoked directly to the axles that the
apparatus ceases to act and that the horses commence to pull directly upon the
axles.
+
In order that the nature of my invention may be properly understood I have
represented by way of example in the drawing left with my Provisional Specifi-
cation, an arrangement which enables the same to be carried into practice.
Figure 1 is a diagram showing the principle by means of which the transmission
of the power is obtained.
Figure 2 is a longitudinal vertical central section showing the whole of my
apparatus as applied to a two-wheeled carriage.
Figure 3 is a portion of a transverse vertical section on the line 1 to 2 of
Figure 2.
Figure 4 is a plan showing my device applied to a four-wheeled carriage to be
drawn by three horses.
Similar letters of reference designate corresponding parts in all the figures.
As shown in the diagram Figure 1 the principle of the transmission of the power
is based upon the employment of tractional forces P and a resistance Q upon the
unequal lever arms fixed at a suitable angle of from 60 to 90 degrees for example
such as a band a c. These two arms which are invariably connected with each
other at an angle ba c.so as to form a bell crank lever can turn about the point a
from the position bac¹ to the position b² a c².
Hence it follows that at the beginning of the motion the force exerted is infinitely
large, that is to say whatever may be the resistance Q to be overcome it will always
be overcome and the value of the force will gradually decrease relatively to the
resistance down to nought, but at this exact moment the force acts only tractively
and not rotatively as it has been acting up to this point.
Therefore suppress the jerk at starting by imparting, by means of the
mechanism hereinafter described, a rotary movement which gradually increases as far
as the speed which is to be obtained in relation with the force exerted. In short I
suppress the sudden. pull on the collar which the horses give in order to set the
carriage directly in motion and it is only from the moment when the wheels have
acquired the velocity which they should have if the horses were yoked directly to
the axles that the apparatus ceases to act and that the horses commence to draw
directly upon the axles.

page_text: I have here taken the pull on the collar for example, but it will be understood
that what I have said is equally applicable to vehicles driven by steam engines,
electric motors, gas motors or by compressed air or the like.
Referring now to Figures 2 and 3, I fix upon each shaft a a bracket 6 in which a
pivot c turns; upon this pivot is fixed at a suitable augle a bell crank lever the
large arm d of which receives the chain or trace e, the small arm f being connected
by a rod, cable or cord g with the ear h of the box i.
When the vehicle is at rest the arm and the rod, cord or cable g are in a line
and held in this position by the counterweight and by the action of the spring !
fixed upon the rear extremity of the shaft. This spring is connected by a rod cord,
or cable m¹ with the ear n' carried by the box i.
This box i turns freely upon the journal o of the axle p, Figure 3.
In the interior of the box i are arranged symmetrically relatively to the centre the
cams g held by springs r so as to be in engagement with the ring s fixed upon the
navet of the wheel when the apparatus is set in motion.
S thus
The operation is as follows: The carriage being at rest as the mechanism is in the
position shown in Figure 2. As soon as the horses commence to pull, owing to the
bell crank lever df and the rod, cords or cable g attached to the box i the cams q
are carried round by the movement of the box and wedge upon the rim
turning the wheels u through a certain angle until the arm of the bell crank lever
occupies a horizontal position. From this moment the carriage moves as if it had
been drawn directly.
During the movement the cords g and m and the springs remain in tension
without interfering with the movement but as soon as the carriage has stopped or
the traces expand for some reason or other the boxes i under action of the springs
rotate backwards and carry round the cams q which take up their original position
again.
In the application of my system to four-wheeled carriages it will be understood that
for the starting of the front wheels the mechanism is similar to that before described
provided however that there is only one horse which draws or that the horses are
yoked tandem but when these horses are yoked side by side two and two, or three
and three, the axis e is prolonged so that all the spring bars may be connected each
by a lever; thereby ensure that whichever horse may pull will always act upon
the two wheels at the same time.
For effecting the starting by the rear wheels as shown in Figure 4, the axis c
mounted upon the bar v carries the levers d to which the spring bars are hooked.
In the middle of this axis c is placed the bell crank lever d f from which the rod,
cord, or cable y extends passing between two rollers z placed on each side of the
main pin and is fixed to the bar z¹ the extremities of which receive rods cords or
cables connected to the boxes i. It will therefore be seen from this arrangement
that the start will be effected whatever may be the angle or the position of the fore-
carriage.
"
It will be understood that by means of the device hereinbefore described, when
the carriage is stopped on an incline the cams 9 will wedge upon the rings and
form a brake to prevent the vehicle moving backwards.
Nevertheless may arrange the cams g so that they shall no longer be in
engagement either automatically or at will with the ring for letting the carriage
move back freely.
It will further be understood that my engaging system may be obtained by any
other means, placed either at the exterior or at the interior of the nave so as to
cause the movement of the wheel.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, 1 declare that what I
claim is :-.
Kinet A crestoon
and to

page_text: any other objects where its employment may be useful, especially to vehicles driven
by steam engines, dynamo-electric machines, motors, gas engines, compressed air
engines or the like.
Second. In a system of apparatus for starting carriages of any kind the arrange-
ment of levers d f keyed upon the axis c in combination with a box i provided with
cams as described.
Third. In a system of apparatus for starting carriages of any kind the combi-
nation of the levers de of the cord g, of the box i and of cams g with the nave i as
described.
Fourth. In a system of apparatus for starting carriages of any kind the device
described in the third claim in combination with a cord m' and a return spring l, as
described.
The whole as described in principle and represented in the drawing and for the
Dated this 3rd day of December 1894.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant..