Improvements in or relating to Brakes for Vehicles.
Year: 1895

page_text: Date of Application, 11th Feb., 1895
Complete Specification Left, 11th Nov., 1895-Accepted, 18th Jan., 1896
Improvements in or relating to Brakes for Vehicles.
I, JOHN JAMES HENRY STURMEY of No. 19 Hertford Street, Coventry in the
County of Warwick, Journalist, do hereby declare the nature of this invention to
be as follows:-
My invention relates to brakes for vehicles, especially for two wheeled carriages
adapted to be drawn by a horse or the like over common roads. The principal
object of my invention is to overcome the objection against the usual form of brake
acting on the tyres or other parts of one or both of the wheels, and carried by the
body, of a two wheeled carriage, namely, that the application of such a brake
tends to cause the body to travel round with the wheels of the carriage; and the
burden of overcoming this tendency is thrown on the horse and shafts, which are
thereby subjected to a severe strain. To attain my object, I suspend the body of
the carriage from the axle carrying the two wheels, by links so that the body of
the carriage may oscillate on a centre line excentric from the axle and I mount the
brake at a neutral point, so that the application thereof tends to raise the
weight of the body of the carriage and its contents and to set it further
back relatively to the wheels, so relieving the downward pressure on the horse
and shafts.
According to one method of carrying out my invention I provide the inner end
of one or each hub with a suitable drum and mount the wheel freely on a
short axle.
This axle turns down vertically just beyond the said drum and being prolonged
to a suitable length forms the body of one of the links. The lower end of the link
is provided with a journal or bearing allowing it to oscillate or revolve on a
cross bar extending from side to side under the body of the carriage. The band
brake may be constructed in any suitable manner well known as applied to cranes,
velocipedes and the like, but the operating mechanism is arranged so that the
movement of the axle and link around the cross bar does not materially affect the
tension of the band on the drum. For example, a longitudinal motion imparted
by the driver, through connections mounted on the body of the carriage to a bar
or tube mounted concentrically with the said cross bar, may be suitably converted
into a vertical movement in a connection adapted directly or indirectly to tighten
or loosen the band, around the drum. Both of the wheels are provided with the
above described axles and links and each of the two wheels may be fitted with a
similar brake; both such brakes may be operated from one hand.
According to another method, I fix one wheel to the axle and mount the other
wheel loosely thereon, or I construct the axle in two parts and fit one wheel to
ach. In each case the axle as a whole is adapted to revolve and is mounted in
suitable bearings, which may be provided with anti-friction balls, for the purpose.
These bearings are mounted on the ends of the links, the other ends of which are
provided with journals or bearings allowing them to oscillate or revolve on a cross
bar fixed under the body of the carriage and below the axle as above mentioned.
The two parts of the axle, or the axle and the loose wheel are connected by a
form of gearing well known in connection with double-driving tricycles and
commonly called a "balance gear."
The intermediate part of this gearing I
provide with a druin for a band brake, the remainder of which brake is constructed
and arranged in any convenient manner on the principles above indicated. By
these means the braking pressure is proportionately distributed to the two wheels

page_text: whether the carriage be travelling in a straight line or in a curve. If the axle be
divided into two parts, it will be convenient to use four links to connect it to the
cross bar, two to each part.
In each of the above methods the cross bar may be fixed to brackets bolted to
the undersides of the springs and the parts be otherwise arranged so that the axle
line normally lies in the usual position just below the springs. The brackets are
adapted to allow of an upward and backward moveinent of the body of the
carriage relatively to the wheels; the links allow for such movement through a
curve having the effective individual length of the links as radius.
The application of the brake tends to lock the links to the wheels and the
subsequent revolution of the wheels then tends to cause the links to rotate with the
wheels, thus carrying their lower ends and with them the cross bar and body of
the carriage upward and backward, which movement is resisted by the weight of
the body and its contents. The greater the weight, the greater the resistance.
The links being pivotted at their lower, as well as their upper ends, allow of the
said movement of the cross bar and body, without causing them (the cross bar and
body) to lose their perpendicularity by travelling round with the wheels. The
objectionable strain on the horse and shafts is thus avoided.
Suitable apparatus may be provided for locking the links to the body in one or
inore positions, and such apparatus may conveniently be combined with the brake-
operating apparatus, so that the links are freed before the brake is applied. The
traction may be applied direct to the axle or the like or indirectly through the
body or some other part of the carriage. Brakes acting on the tyre or other
suitable part of the wheel may be substituted for band brakes, though I consider
the latter better adapted to my invention, especially for carriages fitted with
pneumatic tires which are more difficult for a horse to hold back down hill, than
those fitted with the iron tyres in general use; and pneumatic tyres are liable to
be injured by the usual forms of tyre brakes.
In applying my invention to four wheel carriages and other vehicles 1 make
such modifications as particular circumstances may require.
Dated this 9th day of February 1895
W. B. MAXFIELD,
Applicant's Agent.
Improvements in or relating to Brakes for Vehicles.
I, JOHN JAMES HENRY STURMEY, of No. 19 Hertford Street Coventry in the
County of Warwick, Journalist, 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 brakes for vehicles, especially for two wheeled carriages
adapted to be drawn by a horse or the like on common roads. The principal object
of my invention is to overcome the objection against the usual form of brake
acting on the tyres or other parts of one or both of the wheels and carried by the
body of a two wheeled carriage, namely: that the application of such a brake tends
to cause the body to travel round with the wheels of the carriage and the burden
of overcoming this tendency is thrown on the horse and shafts, which are thereby
subjected to a severe strain.
To attain my object I suspend the body of the carriage from the axle carrying
the two wheels by links so that the body of the carriage may oscillate on a centre
line excentric from the axle and I mount the brake at a neutral point so that the
application thereof tends to raise the weight of the body of the carriage and its
contents and to set it further back relatively to the wheels, so relieving the
downward pressure on the horse and shafts.

page_text: And in order that my invention will be well understood appena arawings
which show several methods of carrying the same into effect, but I do not confine
myself to these methods nor to the details represented, as modifications and
variations may be made without departing from the principle of my invention.
Figure I is a side view showing the application of my invention to a two wheeled
vehicle.
Figure II is a front view showing part of the same, drawn to an enlarged
scale.
Figure III is a side view showing the brake operating mechanism drawn to an
enlarged scale.
Figures IV and V are similar views showing modified forms of brake operating
mechanism.
Figures VI and VII are front views showing two other methods of suspending
the body and mounting the wheels of a vehicle.
Similar numerals refer to similar parts throughout the drawings.
According to the methods shown in Figures I, II and III, I provide the inner
end 3 of one or each hub 2 with a suitable drum 4 and mount the wheels freely
on a short axle 6. This axle turns down vertically just beyond the said drum and
being prolonged to a suitable length forms the body of one of the links; or the link 7
may be formed separately from the axle 6 and be attached thereto in any suitable
manner. The lower end of the link is provided with a journal or bearing 8
allowing the link to oscillate or revolve on a cross bar 9 extending from side to
side under the body 10 of the carriage. I prefer to employ a band brake
constructed in any suitable manner well known as applied to cranes, velocipedes
and the like, but the operating mechanism is preferably arranged so that the
movement of the axle 6 and link 7 around the cross bar 9 does not materially affect
the tension of the band on the drum. Around the drum 4 I place a band 11
preferably consisting of the usual flexible metal straps lined with leather and
"provided with eyes 12, 13 one at each end. At a suitable point on the link 7 I fix
a stud 14 under and parallel to the drum 4; and on the stud 14 I mount a small
lever having two arms 15, 16. The ends 12, 13 of the band 11 are hinged to the
free ends of the arms 15, 16 respectively. On the end of the cross bar 9 I mount
a loose sleeve 17 directly under the drum 4. The sleeve 17 is provided with two
rigid arms 18, 19 projecting at right angles to the sleeve and at a convenient angle
to each other.
The free end of the arm 18 is connected by a suitable tension rod 20 to a
suitable point on the arm 16, or better, to a third arm 27 radiating from the stud 14
on the same side as 16 aud in rigid connection with the arms 15, 16; the connection
is made by hinged joints having horizontal axes.
On
A suitable break lever 21 is arranged in some convenient position, preferably at
the right hand side of the body of the carriage and is fulcrumnied at a suitable
point such as 23 on the bracket 24. A second connecting rod 26 is hinged by its
ends to the free end of the arm 19 and to the lower end 25 of the lever 21.
the handle 22 of the lever 21 being pushed forward the rod 26 moves back and the
free end of the arm 18 is depressed. The arms 15 and 16 correspondingly rise and
fall respectively rotating round the stud 14 and the band 11 grips the drum 4 in the
well known manner.
In the modification of the above described brake operating mechanism shown in
Figure IV, I arrange for the handle 22 of the brake lever 21 being pulled back
instead of being pushed forward. In this case the third arm 27 is directed in a
more upward direction. The two arms on the sleeve 17 may be modified into one
with the connecting rod 20 hinged say at a short length 18 and the connecting
rod 26 hinged at the full length 19, or the two arms may be retained and set at a
suitable angle to each other. On the bandle 22 of the lever 21 being pulled back
the rod 26 moves forward and the rod 20 down, having the same effect on the
arms 15, 16 and the band 11 as above described and thus putting on the brake.

page_text: In the arrangement shown in Figure III the rearward movement of the body 10
relatively to the wheels 5 tends to apply the brake, and in the arrangement shown
in Figure II the said movement tends to release the brake. I prefer the former
arrangement, but in order to reduce the tendency in either direction I make the
arms to which the rod 20 is connected as short as conveniently may be. To over-
come the tendency still further, an hydraulic connection may be employed, as shown
in Figure V. In this case an inextensible tube with rigid ends 28, 29 say of brass
tube, and a flexible intermediate part 30, say of rubber and canvas hose pipe, is
arranged between the handle 22 and the arm 19. Each end 28, 29 is provided
with a piston and piston rod 31, 32. The handle 22 may be attached direct to the
piston rod 31 or indirectly through a lever 21 and connecting rod 33, or both may
be employed and the lever 21 be adapted to be operated by the foot, the part 22
thereof taking the form of a roughened foot plate. The part of the tube between
the pistons is filled with glycerine or the like. The rigid end 29 is carried by
trunnions in a forked bracket 34 attached to or forming part of the link 7 or is
otherwise suitably pivotted thereon. The outer end of the piston rod 32 is hinged
to the arm 19. The arms 19 and 18 are one with the sleeve 17 mounted on the
end of the cross bar 9, as above described. On the piston rod 31 being pushed
further into the tube, the piston thereon acts through the liquid against the piston
at the other end and forces the rod 32 out. This raises the arm 19 and depresses
the arm 18 and the movement being communicated through the rod 20 puts on the
brake as before described. And as the part 30 of the tube is flexible and the
parts 29, 32 and 17, 18 and 19 move, or are free to move, with the link 7, no
material variation in distance is made to take place between the parts by any
ordinary movement of the link. A rack, spring or other suitable device may be
applied to the handle or other part of the brake to hold the brake "off" when it
is not required to be on. The mechanism is preferably so arranged that the levers
are at right angles to the rods connecting them when the brak is full on.
Both of the wheels are provided with the above described axles 6 and links 7 and
each of the two wheels may be fitted with a similar brake. Both such brakes may
be operated from one handle, by and suitable well known means.
According to another method I fix the wheel 35 to the straight axle 6 and mount
the other wheel 5 loosely thereon as shown in Figure VI, or I construct the axle
in two parts and fix one wheel to each as shown in Figure VII. In each case the
axle 6 as a whole is adapted to revolve and is mounted in suitable bearings 36
which may be provided with anti-friction balls, for the purpose. These bearings
are mounted on the upper ends of the links 7, the lower en ls of which are provided
with journals or bearings 8 allowing them to oscillate or revolve on a cross bar 9
fixed under the body of the carriage and below the axle 6 as above described.
The two parts of the axle 6, or the axle 6 and the loose wheel 5, are connected by
any suitable form o. gearing of the kiud well known in connection with driving
tricycles and commonly called a balance gear. The intermediate part of this
gearing 1 provide with a drum 4 for a band brake, the remainder of which brake
is constructed and arranged in any convenient manner on the principles above
indicated. When the brake drum comes otherwise than at one end of the axle, as
for example in the case illustrated in Figure VII, the stud 14 may be prolonged
to one side of the body and be carried in suitable brackets on the links and the
operating mechanism be placed at the side of the body, the armis 15, 16 being
placed at one end of a tube and the arm 27, to which the rod 20 is binged, being
placed at the other and outer end of the said tube which is carried by the said
stud; or the stud 14 may be made free to revolve and have the arms 15, 16 and 27
attached directly thereto. Or the operating mechanism may be arranged centrally
and the lever 21 or the like be caused to project up through the body at or near
the middle thereof, instead of at one side. By these means the breaking pressure is
proportionately distributed to the two wheels whether the carriage be travelling
in a straight line or in a curve. If the axle 6 be divided in two parts it will

page_text: be convenient to use four links 7, to connect it to the cross bar, two to each part
as shown in Figure VII, and the said two parts may be further connected by a
cross bar or bridge as commonly employed in bicycles.
In all the above methods the cross bar 9 may be fixed to brackets 24 bolted to
the underside of the springs 37 and the parts be otherwise arranged so that the
axle line normally lies in the usual position just below the springs. The brackets 24
are adapted to allow of an upward and backward movement of the body of the
carriage relatively to the wheels, when the axle passes through them (the said
brackets) as in the case of the axles shown in Figures VI and VII, such a form of
bracket is shown in side elevation in Figure V. But where the axle does not pass
through the brackets, no such movement has to be provided for they may take any
convenient form as shown in Figures I and II or the brackets may be dispensed
with altogether and the springs be attached direct to the cross bar 9. The links 7
allow for such movement through a curve having their effective individual length
as radius. The application of the brake tends to lock the links to the wheels and
the subsequent revolution of the wheels then tends to cause the links to rotate with
the wheels, thus carrying the lower ends of the links 7 and with them the cross bar
and body 10 of the carriage upward and backward which movement is resisted by
the weight of the body and its contents. The greater the weight the greater
the resistance, and the greater the possible brake power.
The links 7 being pivotted at their lower as well as their upper ends allows of
the movement of the cross bar 9 and body 10 without causing them (the said cross
bar and body) to lose their perpendicularity by travelling round with the wheels.
The objectionable strain on the horse and shafts is thus avoided. The traction
may be applied to the axle or the like but I prefer to apply it to the body or to
some part in direct connection therewith. The action provided by the link work
may be combined with brakes acting on the tyres or other parts of the wheels,
though consider band brakes better adapted to my invention-especially for
carriages fitted with pneumatic tyres, which are more difficult for a horse to hold
back down hill, than those fitted with the iron tyres in general use and pneumatic
tyres are liable to be injured by the usual forms of tyre brakes.
In applying my invention to four wheel carriages and other vehicles I make such
modifications as the particular circumstances may require.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is;-
1. In a two wheeled vehicle provided with a brake or brakes adapted to act on
one or both wheels, preventing an undue burden being thrown upon the shafts and
the horse or the like while the brake or brakes is or are applied, by suspending the
body of the vehicle from the axle or axles carrying the two wheels by links, so
that the application of the brake or brakes tends to raise the weight of the body
and its contents and to set it further back relatively to the wheel, substantially as
set forth.
2. Mounting the wheels of vehicles on short axles, such axles being prolonged
and turned down or being otherwise provided with links the lower ends of which
are adapted to oscillate on a bar extending across the body of the vehicle to which
it is suitably attached, so that the application of a brake or brakes to one or more
of the wheels tends to raise the weight of the body and its contents and to set it
further back relatively to the wheels, substantially as and for the purpose
set forth.
3. In a vehicle, fixing one wheel of a pair to a straight axle adapted to revolve
and mounting the other wheel loosely thereon, and suspending the body of the
vehicle from such axle by links journalled thereon and on a bar extending across
under the body of the vehicle to which it is suitably attached, and applying the
brake to a drum on the intermediate part of a balance gear which connects the
loose wheel and the axle, so that the braking pressure is proportionately distributed

page_text: to the two wheels whether the vehicle be travelling in a straight line or in a curve,
and so that the application of the brake tends to raise the weight of the body and
its contents and to set it further back relatively to the said pair of wheels,
substantially as set forth.
4. In a vehicle, constructing the axle, carrying a pair of wheels, in two parts,
and fixing one wheel to each part of the said axle, and suspending the body of the
vehicle from such axle by links journalled thereon and on a bar extending across
under the body of the vehicle to which it is suitably attached, and applying the
brake to a drum on the intermediate part of a balance gear which connects the two
parts of the axle, so that the braking pressure is proportionately distributed to the
two wheels whether the vehicle is travelling in a straight line or in a curve, and so
that the application of the brake tends to raise the weight of the body and its
contents and to set it further back relatively to the said pair of wheels,
substantially as set forth.
5. Suspending the body of a two wheeled vehicle (provided with a brake or
brakes adapted to act on one or both of the wheels), from a short axle such as 6
carrying the two wheels, by links such as 7 adapted to oscillate on a cross bar such
as 9 attached to the body of such vehicle, substantially as herein described and
illustrated by Figures I and II of the accompanying drawings, for the purpose
set forth.
6. Suspending the body of a two wheeled vehicle from a revolving axle such as 6,
to which one wheel is fixed and on which the other is free to rotate (but connected
to it by a balance gear provided with a brake drum such as 4), by links such as 7
adapted to oscillate on a cross bar such as 9 attached to the body of such vehicle,
substantially as herein described and illustrated in Figure VI of the accompanying
drawings, for the purpose set forth.
7. Suspending the body of a two wheeled vehicle from a revolving axle such as 6,
made in two parts to each of which one wheel is fixed (and which two parts are
connected by a balance gear provided with a brake drum such as 4), by links such
as 7 adapted to oscillate on a cross bar such as 9 attached to the body of such
vehicle, substantially as herein described and illustrated by Figure VII of the
accompanying drawings, for the purpose set forth.
8. The combination with a vehicle, the body of which is suspended as herein
described, of a brake mechanism, constructed, arranged and operating substantially
as herein described and illustrated by Figures I, II and I11 of the accompanying
drawings.
9. The combination with a vehicle, the body of which is suspended as herein-
before described, of a brake mechanism, constructed, arranged and operating
substantially as herein described and illustrated by Figure IV of the accompanying
drawings.
10. The combination with a vehicle, the body of which is suspended as herein
described, of a brake mechanism, constructed, arranged and operating substantially
as herein described and illustrated by Figure V of the accompanying drawings.
11. Mounting the body of a two wheeled vehicle, so that it may oscillate on a
centre line excentric from the parts of the axle on which the wheels rotate, as and
for the purpose set forth.
12. The improvements in or relating to brakes for vehicles substantially as
herein described and illustrated.
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