Improvements in Brakes for Road Vehicles.
Year: 1897

page_text: Date of Application, 1st May, 1907
Complete Specification Left, 29th Jan., 1898—Accepted, 12th Mar., 1898
Complete Specification Left, 29th Jan., 1898—Accepted, 12th Mar., 1898
PROVISIONAL SPECIFICATION.
Improvements in Brakes for Road Vehicles.
We, JOHN CLOWES BAYLEY, of Suffolk House, No. 5, Laurence Pountney Hill,
in the City of London, Steel Manufacturer, and ARTHUR RIGG, of No. 42, Old Broad
Street, in the City of London, Engineer, do hereby declare the nature of this
invention to be as follows:-
This our invention relates to improvements in the construction and application
of brakes for road vehicles. Hitherto carriages, omnibuses and other classes of
wheeled vehicles used on roads, have usually been provided with brakes applied to
such of their wheels as are in direct connection with the body of the carriage
through springs or otherwise, these being usually their two hinder wheels and such
brakes have been put into operation by the hand or foot through links & levers.
Recent railway practise has proved that enormously increased brake power is
obtainable by the simultaneous application of brakes to all the wheels of a train.
Such brakes are in common use and have been actuated by mechanism such as links,
levers, cranks and connecting rods or by hydraulic steam or air pressure and the
last named may be applied in the form of pressure or vacuum.
According to our present invention wheeled carriages used on roads are to be
provided with brakes not only to the pair of wheels in connection with the body
of the carriage usually the hinder wheels, but the usually leading wheels and axle
are to be provided with brakes, notwithstanding that these latter named wheels
possess a horizontal or nearly horizontal turning movement of their axle which
generally lies upon a circular bed and is guided by a central bolt or stud.
Referring to a carriage having four wheels as being suitable for a general descrip-
tion all the brakes constructed according to our invention are intended to be set
in action by a handle treadle or other convenient arrangement provided, within
easy reach of the coach-man or driver and when desired another handle treadle or
suitable contrivance is provided by means of which the brakes can be set in
operation regulated or released from within the carriage or some of them may be
worked from outside and others from the inside or these arrangements may be
varied in other ways.
Some or all of these brakes may be constructed so as to act upon the rim or tyre
of each carriage wheel or some or all of them may be applied to the hub or hubs
when the wheels are properly designed for sustaining the twisting moment caused
by the latter method of application. Connection between the treadle handle or other
contrivance and the brakes may be obtained by means of a system of levers and
connecting rods this being a type of construction with which coach-builders and
others are familiar as they correspond with the links and levers that are usually
employed to connect existing brakes with the handle or treadle whereby they are
actuated. In working out such a lever system in accordance with our invention
we prefer to use a double ended lever for each pair of brakes, its two outer ends
being in connection one with each brake block while its middle is in connection
with the handle treadle or other source of power whereby the brakes are controlled.
Connection with the leading or hinder pairs of wheels may be made in this manner

page_text: or direct without the use of a double ended lever in the manner now usual for
brakes on the hinder wheels. In order that the connection between the treadle
or other actuating arrangement shall act efficiently on the leading pairs of wheels
notwithstanding their turning movement as when going round corners, we construct
the bolt pin or centre on which the wheels and axle have their horizontal turning
movement in the form of a tube through which we pass a vertical rod provided
with such mechanism, swivels &c., as may be necessary and arranged so that one
end of such rod so passing through the tube shall be in connection with the brakes
for the leading wheels while the other end receives a vertical movement from the
treadle or other arrangement which sets the brakes into operation or throws them
out of use. A corresponding result may be obtained by such a variation upon the
arrangement described as by the use of a vertical open looped or cranked rod passing
around the bolt or centre, upon which the axle turns horizontally and so arranged
that its upper and lower ends or in some cases one end shall be in line or nearly
in line with the centre bolt, just producing a corresponding result as if a straight
rod for which the looped or cranked rod acts as an equivalent had passed through it.
Where necessary springs may be used to keep each brake off its wheel until a
superior pressure puts each brake into contact with such an amount of force, as may
be desired by whoever controls its operation.
Another method whereby we control the movements of brakes applied not only
to the hinder but also to the leading wheels, is through the medium of fluid pressure
or vacuum and such pressure or vacuum may be stored in a reservoir or produced
directly upon its brakes by the operation of a pump worked by hand or foot. When
using air, as an example of fluid pressure, to put the brakes on it, will be con-
venient to retain light springs to keep all the brakes off until it may be desired
to apply them, but when working with a vacuum it will be convenient to have
air pressure available instead of springs. When working with hydraulic pressure
as a method of communication between the brakes and the power by which they
are set in action it will be desirable to employ a spring or springs for the purpose
of keeping the brakes off until it is necessary to put them in action.
The converse of this arrangement may be carried out if desired, namely, that
the pressure puts the brakes on instead of off when the driver releases it.
or
When we use a reservoir charged with compressed air, or having a vacuum
we use a pump acting direct or otherwise upon the brakes, and working either with
air or other elastic fluid or with water or other inelastic fluid, it is obvious that
some or all of the links and levers, required for a mechanical connection can be done
without, and pipes substituted for them, the bolt or centre around which the leading
axle turns may be made hollow to act as a pipe for conveying pressure, whether
plus or minus, or a cranked pipe may be provided for this purpose with all necessary
unions and swivels or a flexible tube may be used throughout the system and at
this point also or at this point alone, to answer the corresponding end.
Such brakes can be applied lightly by admitting or pumping a small quantity
of air, or by vacuum if a negative pressure is used and when pumping the resisting
power of the brakes will depend upon how many strokes are given to the pump.
This may amount to sufficient and even go so far as to skid the wheels and may
thus be useful for such cases of danger as may arise from runaway horses. In
cases where our invention may be applied to cars, driven by steam or other sources
of power, this power of even stopping the motor car by brake action, in spite of the
motive force which propels it being still in operation, may prove very advantageous
in case of any derangement of the machinery or other cause.
The brakes themselves would be put into operation by levers or other mechanical
contrivance or by pistons and cylinders where pressure or vacuum is employed,
and these pistons or cylinders may be so modified in form as to resemble the
bellows of an accordion or may be made in any suitable or convenient manner.
Instead of levers or other mechanical device, brakes in construction after the
manner of our invention, may be put into operation: regulated or released by
electrical connections, and by whatever means or methods we employ, it is obvious

page_text: that the brakes may be applied by direct action of hand or foot or held in suspense
while a spring or reservoir is employed and released so as to provide any desired
amount of resistance to the movement of the wheels and carriage to which our
invention is applied. Moreover the details of construction in carrying out our
invention may be modified in many ways without affecting the general result
intended to be accomplished.
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Improvements in Brakes for Road Vehicles.
We, JOHN CLOWES BAYLEY, of Suffolk House, No. 5, Lawrence Pountney Hill,
in the City of London, (Steel Manufacturer), and ARTHUR RIGG, of No. 42, Old
Broad Street, in the City of London, (Engineer), 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:
-
Our invention relates to improvements in the construction of brakes for road
vehicles on the lines of modern improvements in brakes for railway trains.
These improvements are generally applicable so far as they may be suitable,
not only to brakes on that pair of wheels, usually the rear pair, which is attached
to the vehicle, but also to the leading wheels. This is so notwithstanding that such
leading wheels may possess a horizontal movement of their common axle, around
a central vertical bolt or stud.
Our invention may be applied either to the hinder pair of wheels
alone, or to the leading pair of wheels alone, .or to both hinder wheels
and leading wheels together, as belonging to one and the same vehicle.
It will be convenient to describe our invention as applied to both pairs of wheels
of a four-wheeled carriage, and it will be understood that these arrangements may
be subject to many variations and minor modifications without affecting the
general purposes, carried out by the arrangements of mechanism illustrated on
the sheet of drawings supplied herewith.
In any modification of our invention whether illustrated or described or not,
it may be so arranged that the brake shall work in one of two ways:-
(a) Either, its normal position may be off the wheels, and thus the brake would
be put on by hand or foot.
(b) Or in its normal position the brake may be held on by a spring or equivalent,
so that the hand or foot would operate to release or bring it off.
Brakes made according to our invention may also be arranged, so as to give the
occupants of a carriage the opportunity of putting some or all of them on
independently of the coachman or driver.
A convenient system for carrying out this object, is that where the normal
condition of the brake is to be on the wheel, & pressure is required to bring
it off. Connection between the treadle, handle, or other contrivance, and the
brakes, may be obtained by means of a system of levers, and connecting rods, this
being a type of construction with which coachbuilders, and others are familiar,
as they correspond with the links and levers, that are usually employed to connect
existing brakes with the handle or treadle whereby they are actuated.
In working out such a lever system in accordance with our invention, we prefer
to use a double ended lever for each pair of brakes, its two outer ends being in
connection one with each brake block, while its middle is in connection with
the handle, treadle, or other source of power, whereby the brakes are controlled:
connection with the leading or hinder pairs of wheels may be made in this manner,
or direct, without the use of a double ended lever, in the manner now usual for

page_text: brakes on the hinder wheels. In order that the connection between the treadle
or other actuating arrangement shall act efficiently on the leading pair of wheels
notwithstanding their turning movement, as when going round corners, we con-
struct the bolt, pin, or centre, on which the wheels and axle have their horizontal
turning movement, in the form of a tube, through which we pass a vertical rod
provided with such mechanism, swivels &c., as may be necessary, and arranged
so that one end of such rod so passing through the tube shall be in connection
with the brakes for the leading wheels, while the other end receives a vertical
movement from the treadle, or other arrangment which sets the brakes into opera-
tion, or throws them out of use.
A corresponding result may be obtained by such a variation upon the arrangement
described, as by the use of a vertical open looped, or cranked rod, passing around
the bolt or centre upon which the axle turns horizontally, and so arranged, that
its upper and lower ends, or in some cases one end, shall be in line or nearly in
line, with the centre bolt, just producing a corresponding result as if a straight
rod, for which the looped or cranked rod acts as an, equivalent, had passed
through it.
Where necessary, springs may be used to keep each brake off its wheel until a
superior pressure puts each brake into contact, with such an amount of force as
may be desired by whoever controlls its operation.
Another method whereby we carry out our invention, relates to the use of fluid
pressure such as that of air, to control the movements of brakes applied to some or
all of the wheels of road vehicles, and the air may be used either in the form of
pressure or vacuum. It may be compressed, or exhausted by the direct action of
foot, or hand, or it may be stored in a reservoir.
It may be used for putting brakes on when their normal condition is to be off,
their respective wheels, or the pressure may take the brakes off, against the resis-
tance of a spring or other contrivance whereby the normal position would be to
be on their respective wheels.
Corresponding results may be had where water or oil is used instead of air for
the transmission of power from one place to another.
mL employment of any kind of fluid pressure through pipes obviates the
necessity of providing links anu vie
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to any system of mechanical communication, between the coachman
brakes.
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Whether fluid pressure brakes made according to our invention are put on or
taken off by the action of a pump or reservoir of compressed air (or vacuum), they
may be put on lightly or heavily according to discretion, and sufficient pressure
may even go so far as to skid the wheels of the vehicle.
Air pressure for working the brake may be obtained direct from a pump worked
by hand, or foot, or indirectly from a pump driven from one of the wheel axles,
which regularly forces air into a reservoir in sufficient quantity and up to a
sufficient pressure to supply the necessary power for working the brakes.
Electrical connections may be arranged between the driver and the brakes,
instead of mechanism, or fluid pressure, whether such communication result in the
direct application of the brake, or in the release of a spring, or other pressure,
held in suspense ready to be released whenever an application of the brake is
desired.
Exact details of construction for any of these various systems may be determined
according to the necessities of each particular case.
Having thus indicated several methods whereby our invention may be carried
into effect, we would now more particularly refer to the complete application
of one of these methods illustrated by the sheet of drawings herewith given.
We have selected for illustration, a system where the normal condition of the
brakes is to be held on to the wheels by means of a spring or springs, while air
pressure forced into a cylinder, air bag, or equivalent, shall so act against the
spring as to force the brake off the wheel, holding it in suspense ready to act when-
ever pressure in the air bag is released.

page_text: Situated at a convenient position P. near the coachman, there is placed an air
pump, which he can work, and it serves for forcing air into the system of pipes
shewn dotted in part, and full in part.
1
These pipes connect with air bags B and B, and also with air cocks A and A₁ the
former being handy for the driver, and the latter for the occupants of the carriage.
S and S, are coiled springs adjusted to any desired initial tension, so that if left
to themselves, they would hold the brake blocks C and C₁ upon the carriage
wheels.
The air bags are so fitted that pressure within them will act against the springs
either moderating their force, or, when giving sufficient pressure, withholding it
altogether, thus putting the brakes out of action.
When the brakes are thus held off it is easy to understand that opening one or
other of the cocks A or A, just a little will release some of the air, and so permit the
brakes to act lightly, or else the cock may release all air pressure and so permit the
springs and brakes, also to act at their full power.
Referring now more particularly to the leading wheels, it will be seen that
their air bag B is carried within a case for protection, and a flexible air pipe F
running close alongside the stud D, serves as communication between the pump P
and air bag B, while allowing the leading wheels to turn around their vertical
axis D when the vehicle turns a curve.
The brakes and their general arrangement are of an ordinary character, well
understood, so they call for no special description.
The hinder wheels also are provided with an ordinary form of brake with its
shaft extending across the carriage, and having brake blocks at either end. Here
the air bag B, is conveniently placed underneath the body of the carriage. It is
connected by pipes with the air cocks A and A, also with the other bag B, and with
the pump P. Its spring S₁ has also sufficient initial tension to hold the brake
blocks C, upon the wheels.
Any pressure from the air bag is transmitted through a lever to the brake shaft,
and thence to the spring for the purpose of moderating its pressure or of throwing
the brake off altogether.
It will thus be understood that both brakes are controlled from the pump P
to throw them out of action, or only to moderate their pressure. They are con-
trolled also from the air cocks A. or A, to regulate their pressure when on, or to
put them fully on (or off).
If however it should be arranged that working the pump, shall put the brakes
on, instead of taking them off, then, the action of the bags should be reversed,
and only light springs would be necessary for keeping the brakes off so that they
should not rattle.
It will be observed in the drawing, that both springs S and S₁ act somewhat
obliquely as compared with the more direct action of the air bags. This arrange
ment is intended for the purpose of reducing the leverage at which these springs
act during their extension, so that the actual pressure they exert on the brake
blocks or on the air bags, shall be approximately equal during their range.
Indeed they may effect more than this, namely, that the direct pressure may
decrease, and so require reduced pressure in the air bags to move the brake blocks
clear of their respective wheels.
These arrangements may be carried out if desired, in conjunction with a reservoir
of compressed air carried on the vehicle, and supplied by a hand or foot pump, or
by a pump to which reciprocation is given from one of the carriage wheels, or
supplied by both hand and power pumps. In the case of a power pump, it should
be provided with self-acting regulator, whereby it shall cease forcing air into the
reservoir, after a given pressure has been reached therein; and that the pump
shall recommence operations whenever pressure has been sufficiently reduced below
5 the amount at which the regulator has been set.
Such a reservoir may be used in conjunction with air bags and springs, for

page_text: holding the brakes on, or for putting them off, or by direct pressure from the air
bag to put the brakes on or off, or to moderate the incidence of their pressure.
If levers and other mechanism, described, but not illustrated, be employed
instead of air or other fluid pressure, in carrying out our invention, all the ordinary
arrangements would be suitable for brakes on the hinder wheels, but we should
add our special arrangements as described for brakes on the leading wheels, and
both leading wheel brakes and hinder wheel brakes, might be actuated from the
same lever by the coachman.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is:-
I. In wheeled vehicles, the application of brakes to their leading wheels alone,
or to their leading wheels and hinder wheels conjointly, generally after the
methods described and illustrated herein.
II. In wheeled vehicles provided with brakes to their leading wheels, or to
their hinder wheels, or both to their leading and hinder wheels, the arrangements
of springs, air pump, air bags, reservoir of pressure, or equivalent, with other
details substantially as described and illustrated, whereby pressure may be applied
for taking the brake or brakes off altogether or for moderating their pressure.
III. The reverse arrangement to that claimed under the head of No. II. Claim,
namely, the employment of air pressure or equivalent with mechanism so modified
as to put the brake or brakes on instead of off or to moderate their pressure.
IV. In wheeled vehicles provided with brakes to their leading wheels, or to
their hinder wheels, or both to leading and hinder wheels. Applying arrangements
of springs acting at a decreasing leverage as their tension, (if used in tension),
increases, or their compression (if used in compression) increases; so designed as
to equalize more or less approximately, or to reduce, the pressure they give upon
the brake blocks, and air bags, as the range of their movement extends.
V. In leading wheels of four-wheeled vehicles, which turn round a vertical
axis, after the fashion of a railway carriage bogie, but to a greater amplitude of
movement,
(a) The construction of their central bolt as a hollow tube, to serve for the
transmission of a vertical movement through it of a rod or pipe passing from the
driver to the brake or brakes.
(b) The use of a bent or cranked strap, passing outside the central bolt, (which
may thus remain solid) for the like object as that named in (a).
(c) The use of a flexible tube passing through the hollow central bolt, or outside
the bolt for the like object, namely, for communication between the driver and the
brake or brakes.
(d) The use of a tube with unions, and swivels, which tube may also serve as
a bolt, around which the bogie carriage may turn for the like object as that named
in (c).
Vi. In wheeled road vehicles provided with brakes to their leading and hinder
wheels, the system of brakes and levers described in the foregoing specification,
er other system substantially the same, arranged to use links and other mechanism
instead of air or other pressure for putting on or for taking off the brakes to all
the wheels by the movement of a single treadle or handle.
VII. The use of electrical connections with apparatus in combination with air
pressure to make communication between the driver, and the brake or brakes of
wheeled road vehicles instead of air pressure or levers.
Dated this Twenty-ninth day of January 1898.
JOHN CLOWES BAYLEY,
ARTHUR RIGG.