Improvements in or connected with Means for Stopping and Starting Vehicles.
Year: 1893

page_text: Date of Application, 1st Apr., 1893
Complete Specification Left, 2nd Sept., 1893-Accepted, 23rd Sept., 1893
PROVISIONAL SPECIFICATION.
Improvements in or connected with Means for Stopping and
Starting Vehicles.
I, SAMUEL AUGUSTINE DE NORMANVILLE, of 38, Jermyn Street, Liverpool,
in the County of Lancaster, Engineer do hereby declare the nature of this invention
to be as follows:-.
This invention has reference to means for or modes of storing or accumulating
the power given out and used in bringing a vehicle to a state of rest or in reducing
its rate of speed, due to the momentum thereof, and for employing the power so
stored or accumulated in overcoming the inertia of the vehicle in re-starting it, or
increasing its rate of speed; and it relates more particularly to the type of
mechanism or apparatus set forth in the Specification of my prior Patent No. 14187
of August 22nd 1891, wherein a triplet arrangement of toothed or gear wheels
and a spring are used in connection with the running axle or wheel or wheels of
the vehicle.
One of the main objects of my present invention is to provide a more simple, and
at the same time more efficient, construction for effecting the ends set forth in said
Specification; and also to provide certain other improvements in vehicle stopping
and starting apparatus or means, the nature of which is hereinafter specified.
Under one part of and according to this invention I employ band-brakes in con-
nection with the two outer or main wheels of said triplet gear, which, when they are
brought into contact with the surfaces in connection with which they are required
to act, automatically tighten themselves or grip upon said surface when it is rotating
in one direction, and when it is moving in the opposite direction automatically
loosen themselves. By so arranging and adapting or combining the brakes
and gear wheels, the actions, in effect, are similar to those specified in
connection with the mechanisms and clutches set forth in my said former Patent
Specification.
In the application of this stopping and starting mechanism or apparatus to a
vehicle which runs in either direction, it is arranged in duplicate mechanisms, but
in the reverse manner or arrangement, in connection with each of the two outer
wheels of the gear; and these mechanisms are arranged to be operated from either
end of the car, in such cases.
The bands of the brakes are each-held-at-both-ends, by_movable parts or con-
nections, and in operating the brake these two ends receive a different amount of
movement, but such movements are both in the same rotary direction; thus when
moved in one direction the band grips the drum or surface in connection with
which it works, while when moved in the opposite direction, it becomes slack and
releases it. Different forms of mechanism or means may be employed for carrying
out this mode of operating brakes. For instance, a system or arrangement of levers
and connecting bars may be used, the levers being of different value, so as to give
a differential amount of movement and produce the differential action described
upon the brake-band. In one arrangement, such a system may consist of two levers,
say of equal length, connected at one end to the brake band ends, and at their
others, to each other, the fulcra of the two being so arranged at different points in
their length, as to make them of different values, so that any movement com-
municated to one end of the brake strap by tension on the latter when brought into
frictional contact with the drum is communicated to its other end with increased
or diminished amplitude as the case may be. The fulcra will be fixed points upon
the car. or part of the frame.

page_text: In action, by the arrangement just specified, each brake tends to grip more
tightly, the greater the strain brought to bear upon it when the drum, in contact
with which it works, runs in one direction; whilst when said drum moves in the
opposite direction its rotation tends to loosen the strap.
Further, according to this invention, apparatus of the kind herein referred to
are adapted to be operated by a single actuating device, such as the ordinary
crank handle (or foot lever) as ordinarily used. And again, in some cases,
apparatus of the kind herein referred to are used in combination or conjunction
with the ordinary brake apparatus; and in such a case both the apparatus are
in some cases arranged and adapted to be operated from and by the same actuating
device.
In applying this invention to a car, say running in either direction, the toothed
or gear wheels may be mounted on one of the running axles of the car as set forth
in my prior Patent Specification, the two outer wheels having each a drum on
which the brake bands work, which, as above described, are arranged to grip their
respective drums in opposite rotary directions. A light spring is provided in con-
nection with each of the differential mechanisms of the brake-bands above referred
to which normally act in such a manner, as to tend to cause the brake-band to bind
or tighten on the drum. There is also connected with each of the said differential
mechanisms, a cord, chain, or its equivalent, which is actuated by the driver through
his actuating gear, and which acts upon the said mechanism in a direction opposite
to that of the spring just specified, and so keeps the brake-band off the drum, or in
the loose position. From each end of the car one of said cords or the like is
connected to one set of the brake-band mechanism so that sufficient power can be
applied by the driver to readily take off or loosen the brake-band connected there-
with when the full power of the motor spring is upon it; whilst another cord or
the like to the other set of brake-band mechanism is so connected that the driver
is unable to take off the brake band thereof when the full tension and power of the
spring is upon it. And these cords or the like are so arranged that when they are
actuated by the same (that is, a single) actuating device, that brake which is to be
first taken off to start the car forward from that end of the car, will be operated
first; and so, when releasing the motor spring after the car has been stopped,
tension will only be brought upon the other brake mechanism, to loosen it, after
the first one has been taken off and the spring allowed to act and expend its stored
power or energy.
In action, by releasing the brake band of what I will call the first wheel, the
brake will be automatically applied to the wheel, and the spring will wind up, so
storing power and stopping the car; and by then stopping or holding the second
wheel, the car is prevented from backing; whilst the other is held and the spring
kept wound up. Then by taking off the brake of the first wheel, still holding the
second one, the car is started, the spring giving out its stored energy or power.
When this is spent, the second brake is taken off, and all the parts are free.
In the case in which the connections from the two band-brake mechanisms are
operated from a single actuating device, say such as that usually used, they may
be coupled together and connected as one, to said actuating gear, a greater amount
of slack being left in the case of the one connected with the second wheel
mechanism, so that it does not come into operation, until the first connections
have fulfilled their office.
In cases in which a mechanism of the kind herein referred to is used in con-
junction with an ordinary brake, the two apparatus may be connected to the same
actuating device, and so arranged that by turning it in one direction, one apparatus
may be operated, whilst by turning it in the opposite direction the other is
operated; and the connections and brake bands of the apparatus hereinabove
described, may, in some cases, be held off by a catch or detent when they have been
taken off, so leaving the actuating device quite free for operating the ordinary
brake. When it is required to apply or use the apparatus herein described, the
said connections may be released by operating the catch or detent by the foot, or

page_text: other suitable means. When this is done the strap brakes apply themselves
automatically, and thus both apparatus may be applied at the same time.
The improvements herein specified, or any of them, may be applied or used in
connection with different kinds of cars or vehicles, whether they are arranged to
run in either direction, or in one only. Further, the apparatus is not confined to
any of the particular forms or constructions herein specified, since these may be
modified as to construction or combination, or equivalents used, according to the
different conditions under which the said improvements or any of them are or is
applied, or to special requirements, without departing from the essential charac-
teristics or legitimate scope thereof.
Dated this 30th day of March 1893
CHEESBROUGH & ROYSTON, Fels. Chart. Inst. P.A.,
15, Water Street, Liverpool, Applicant's Patent Agents.
COMPLETE SPECIFICATION.
Improvements in or connected with Means for Stopping and
Starting Vehicles.
I, SAMUEL AUGUSTINE DE NORMANVILLE, of 38, Jermyn Street, Liverpool,
in the County of Lancaster, 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:-
This invention has reference to means for or modes of storing or accumulating
the power given out and used in bringing a vehicle to a state of rest, or in reducing
its rate of speed, due to the momentum thereof, and for employing the power so
stored or accumulated in overcoming the inertia of the vehicle in re-starting it, or
increasing its rate of speed; and it relates more particularly to the type of
mechanism or apparatus set forth in the Specification of my prior Patent No. 14187
of August 22nd, 1891, i.e. the type wherein a triplet arrangement of toothed or
gear wheels and a spring are used in connection with the running axle or wheel or
wheels of the vehicle.
One of the main objects of my present invention is to provide a more simple, and
at the same time more efficient, construction for effecting the ends set forth in said
Specification; and also to provide certain other improvements in vehicle stopping
and starting apparatus or means, the nature of which is hereinafter specified.
Under one part of and according to this invention 1 employ band-brakes in
connection with the two outer or main wheels of said triplet gear, which, when
they are brought into contact with the surfaces in connection with which they are
required to act, automatically tighten themselves or grip upon said surface when
it is rotating in one direction, and when it is moving in the opposite direction
automatically loosen themselves. By so arranging and adapting or combining the
brakes and gear wheels, the actions, in effect, are similar to those specified in
connection with the mechanisms and clutches set forth in my said former Patent
Specification.
In the application of this stopping and starting mechanism or apparatus to a
vehicle which runs in either direction, it is arranged in duplicate mechanisms, but
in the reverse manner or arrangement, in connection with each of the two outer
wheels of the gear; and these mechanisms are arranged to be operated from either
end of the car, in such cases.
The bands of the brakes are each held at both ends, by movable parts or
connections, and in operating the brake these two ends receive a different amount
of movement, but such movements are both in the same rotary direction; thus
when moved in one direction the band grips the drum or surface in connection with
which it works, while when moved in the opposite direction, it becomes slack and
releases it. Different forms of mechanism or means may be employed for carrying
out this mode of operating brakes. For instance, a system or arrangement of levers

page_text: and connecting bars may be used, the levers being of different value, so as to give
a differential amount of movement and produce the differential action described
upon the brake-band. In one arrangement, such a system may consist of two
levers, say of equal length, connected at one end to the brake band ends, and at
their others, to each other, the fulera of the two being so arranged at different
points in their length, as to make them of different values, so that any movement
communicated to one end of the brake-strap by tension on the latter when brought
into frictional contact with the drum, is communicated to its other end with
increased or diminished amplitude, as the case may be. The fulcra will be fixed
points upon the car, or part of the frame.
In action, by the arrangement just specified, each brake tends to grip more
tightly as the strain brought to bear upon it becomes greater, when the drum, in
contact with which it works, runs in one direction; whilst when said drum moves
in the opposite direction its rotation tends to loosen the strap.
Further, according to this invention, apparatus of the kind herein referred to
are adapted to be operated by a single actuating device, such as the ordinary crank
handle (or foot lever) as ordinarily used. And again, in some cases, apparatus of
the kind herein referred to are used in combination or conjunction with the ordinary
brake apparatus; and in such a case both the apparatus are in some cases arranged
and adapted to be operated from and by the same actuating device.
In applying this invention to a car, say running in either direction, the toothed or
gear wheels may be mounted on one of the running axles of the car as in the gear set
forth in a part of my prior Patent Specification, the two outer wheels having each
a drum on which the brake bands work, which, as above described, are arranged to
grip their respective drums in opposite. rotary directions. A light spring is
provided in connection with each of the differential mechanisms of the brake-bands
above referred to which normally acts in such a manner, as to tend to cause the
brake-band to bind or tighten on the drum. There is also connected with each of
the said differential mechanisms, a cord, chain, or its equivalent, which is actuated
by the driver through his actuating gear, and which acts upon the said mechanism
in a direction opposite to that of the spring just specified, and so keeps the brake-
band off the drum, or in the loose position. From each end of the car, one of said
cords or the like is connected to one set of the brake-band mechanism, so that
sufficient power can be applied by the driver to readily take off or loosen the brake
end connected therewith when the full power of the motor spring is upon it; whilst
another cord or the like to the other set of brake band mechanism is so connected
that the driver is unable to take off the brake band thereof when the full tension
and power of the spring is upon it. And these cords or the like are so arranged
that when they are actuated by the same (that is, a single) actuating device, that
brake which is to be first taken off to start the car forward from that end of the
car, will be operated first; and so, when releasing the motor spring after the car
has been stopped, tension will only be brought upon the other brake mechanism, to
loosen it, after the first one has been taken off and the spring allowed to act and
expend its stored power or energy.
In action, by releasing the brake band of what I will call the first wheel, the
brake will be automatically applied to the wheel, and the spring will wind up, so
storing power and stopping the car; and by then stopping or holding the second
wheel, the car is prevented from backing; whilst the other is held and the spring
kept wound up. Then by taking off the brake of the first wheel, still holding the
second one, the car is started, the spring giving out its stored energy or power.
When this is spent, the second brake is taken off, and all the parts are free.
In the case in which the connections from the two band-brake mechanisms are
operated from a single actuating device, say such as that usually used, they may be
coupled together and connected as one, to said actuating gear, a greater amount of
slack being left in the case of the one connected with the second wheel mechanism.
so that it does not come into operation until the first connections have fulfilled
their office.

page_text: In cases in which a mechanism of the kind herein referred to is used in conjunction
with an ordinary brake, the two apparatus may be connected to the same actuating
device, and so arranged that by turning it in one direction one apparatus may be
operated, whilst by turning it in the opposite direction the other is operated; and
the connections and brake bands of the apparatus hereinbefore described, may, in
some cases, be held off by a catch or detent when they have been taken off, so
leaving the actuating device quite free for operating the ordinary brake. When
it is required to apply or use the apparatus herein described, the said connections
may be released by operating the catch or detent by the foot, or other suitable
means. When this is done the strap brakes apply themselves automatically, and
thus both apparatus may be applied at the same time.
The improvements herein specified, or any of them, may be applied or used in
connection with different kinds of cars or vehicles, whether they are arranged to
run in either direction, or in one only. Further, the apparatus is not confined to
any of the particular forms or constructions herein specified, since these may be
modified as to construction or combination, or equivalents used, according to the
different conditions under which the said improvements or any of them are or is
applied, or to special requirements, without departing from the essential character-
istics or legitimate scope thereof.
An example of mechanism according to the above described invention is given in
the drawings hereto annexed in which
Figure 1 is a plan illustrating the brakes, or stopping and releasing mechanism,
and Figures 2 and 3 are respectively plan and elevation shewing a foot operated
catch herein referred to.
The drawings represent an arrangement of parts under this invention more
particularly suitable for use on tramcars or vehicles adapted to be propelled in
either direction or from either end, and corresponds with the arrangement and
combination of parts hereinabove more particularly referred to as applied to a car
running in either direction.
The general features of the mechanism for stopping and starting are the same as
those set forth with reference to Figures 1 to 4 of the Specification of my prior
Patent No. 14187, of 1891, namely, it comprises in combination with the wheel
axle, which is designated f, the triplet toothed wheels A, B, and C, the wheels A
and C being mounted loosely on the axle f, and the wheel B being mounted and
adapted to revolve freely on a shaft fixed upon the axle and revolving therewith;
whilst the power storing and motor spring has one of its ends say its inner end,
fixed to the hub of the wheel A, its outer end being secured to an inclosing case i
which is mounted on and fixed to the wheel axle. Thus whatever power or motion
is transmitted through the spring, it acts upon the car-wheels which are fixed upon
the car-axle-f..
In this apparatus as set forth-with-reference to the said figures of my forme:
Specification, between the holding or detenting device used-in-connection with the
toothed wheels A and C, I employ automatic friction clutches, now these, in and
by the present invention, are dispensed with; that is to say, by the employment of
straps working on barrels or flanges directly forming part of or connected to the
toothed wheels A and C, and by using in connection with same differential levers
or an equivalent mechanical device or devices a direct holding or detenting of the
wheels A and C is effected in lieu of an indirect one; and further, irrespective of
this point this detenting and releasing mechanism and the mechanism generally is
in itself superior to that set forth with reference to the said figures of my former
Patent in construction, modes of operation, and effect.
The holding and releasing mechanism shewn in the annexed drawing comprises
beyond the parts specified, strap drums or flanges a² and c³ on or forming part of
the wheels A and C, respectively; the holding and releasing straps at and c; the
differential levers Ei E and F F2; and rods & and H connecting one end of each
pair of said levers together, the other end of said levers being connected to the
straps a c by rods I I and J J.

page_text: With regard to these parts, the arms of the levers E' and F' of the respective
wheels A and C are of equal length and leverage, whilst the levers E and F have
arms of different lengths. These levers are mounted firmly to the car-frame at
their fulcra, fand f₁ being their respective fulcra; e¹ and being respectively the
fulcra of the levers EE. The chains, rods, or cords by which the levers are
operated in starting are designated O P, and O' P', and these are adapted to pull
or operate the levers in the direction or directions shewn by the arrows parallel
therewith, whilst the opposite movement of the levers in stopping the car is effected
by the springs QR, one end of each of which is connected to the car, and the other
to the lever mechanism.
It will be seen with reference to the drawings, that the mechanism or parts
connected with the two wheels A and C are identical, but oppositely disposed in
connection with same.
As regards the levers E' and E2, and F1 and F, and the effect of their being
connected by their respective connecting-bars G and H; and E' F' having arms
of different lengths and value as described; the amount of movement at their
opposite ends when moved in one direction or the other is different, and thereby
the amount of movement imparted to one end of the spring straps (although in
the same direction) will be greater than the other, and consequently the amount of
strap paid onto (or taken off or away from) the drum of the wheels A and C by
the movement of one lever, will be greater than the amount imparted to the other
end; and according to which direction it is moved, there will either be more paid
on than taken off, or taken off than paid on; and thus the straps will either be
drawn tight or in contact with the barrels, or slacked thereon, as the levers are
moved either in one direction or in the other.
Regarding the foot operated catch mechanism illustrated in Figures 2 and 3; by
which the stopping or brake straps are held off the brake drums or flanges a c
when or as desired, the chains ropes or rods O' P¹ (or O and P) by which these
straps are pulled off or loosened, are joined together between said strap levers and
this mechanism, and are connected to the hand-actuated brake spindle by a single
piece of chains in connection with which the catch mechanism works. This catch
mechanism consists of two wheels t t mounted on the underside of the car-floor,
one at least of the peripheries of which, say that of t, has provisions by which the
links of the chain s mesh with it in the ordinary manner of a "chain wheel." This
chain wheel t is fixed upon its supporting spindle t³, on the upper end of which,
above the car floor, a ratchet or catch toothed wheel u is fixed, whilst on the
spindle on which the wheel t¹ is mounted-is a loosely mounted catch-pawl v,
one end of which is adapted to engage with the teeth of the wheel u. The chain &
after passing over the wheels t t is carried to and connected to the ordinary hand
actuated brake spindle w, of which w¹ is the actuating lever. In operation, when
the brake straps a care pulled off (i.e. loosened on their drums) by winding
the chains on the spindle w, and it is desired to hold the brakes off same, the
active end of the catch-pawl is pushed into gear with the wheel u by the
movement of the foot of the driver (or attendant), and the chains is slacked by
allowing the hand lever w¹ to turn in the reverse direction, thereby locking the
chain wheel t and holding the chain s, and chains rods or ropes of the strap brakes,
and thus holding off the brakes by the catch-pawl v. When so held, the ordinary
brakes may be operated by the hand lever w¹ by turning it in the reverse direction,
as herein described. To disengage the catch from the wheel u, the tail (i.e. the
end opposite the active end) of the catch is pressed towards the wheel u by the
driver or attendant.
The action of the apparatus is as follows:-In ordinary running, both the brake
straps a care slack or made loose upon their respective barrels or drums a² ²,
this being effected by hauling or pulling on the ropes chains or rods O¹ P¹ or O P,
according to which end of the car the apparatus is being worked from. The effect
of this is in either case that a greater amount of strap will be paid onto or towards
the drums than is paid off them through the action of the differential levers. The

page_text: brakes being so loosened or removed from their drums they are held off by the
foot operated catch u as set forth with reference to Figures 2 and 3. Assume then
that the car is running in the direction XY, and the brake bands or straps are
off; then the spring in the case i, the case itself, the wheels A C, and the shaft b¹
of the wheel B (and this wheel), will revolve freely with the wheel axle and
wheels. When it is desired to stop the car and the momentum of the vehicles is to
be stored for use in restarting, the catch o by which the ropes rods or chains O' P¹
are held, is released by the foot of the driver or attendant and both brake straps
are put on, i.e. brought into contact with their respective drums by the springs Q.
and R; that is to say, the action of these springs on the levers is such that a
greater amount of strap is taken or paid off, than is paid towards or onto the
drums, and such straps therefore come into contact with them and bring them into
action. The action of the two brake straps with their respective drums will
however be different; namely, the wheel C will tend to rotate, and this tendency of
rotation will cause the short end or arm of the lever F to be pulled towards the
wheel drum c³, and-through the long arm of F2, the connecting rod H, and the.
equalled arm lever F¹-the opposite end of the strap to be drawn away from
the drum; and the amount of movement of this end, relatively with the movement
of the opposite end of the strap being much greater than that of the other end
(it will be in proportion to the ratio which the length of the long arm of the
lever F bears to its shorter arın), this brake strap will therefore be brought into
closer contact with and grip the drum c², and will so hold the wheel C automatically.
The effect of holding this wheel (C) is that, through the revolving of the
spindle 6' of the wheel B with the wheel axle fon which it is fixed-the wheel B is
rotated in the direction of the arrow, the wheel C serving as a fixed circular rack
to the wheel B; and this rotation of B causes the wheel A to be rotated in a
forward direction at twice the rate of revolution of the car axle and wheels,
thereby pulling-against the spring Q-the end of the lever E' towards it, and the
amount of movement of the other end of the strap a being small, due to the short
end of the lever E being connected with this end, it-this end-is moved off the
brake drum to a smaller extent than the amount that is paid onto it. Thus the
drum a² and wheel A can slip in the brake band a (although all the time in contact
with it), the only friction being that caused by the counter pull of the spring Q;
which, being weak-say its maximum resistance is a few pounds-is of no moment.
The wheel A, of the gear being set revolving in a forward direction, the spring
in this case i becomes wound up and the momentum of the car taken up by it, thus
providing accumulated or stored power for use in starting it.
When the car is stopped, the natural tendency of the spring is to unwind, and
this tends to cause the car to run back, but the strap a' is thereby at once caused
to grip the drum a² and hold it, and-as-the-strap-is-in-constant_contact_with_the
drum a all the time the car is being stopped, this action takes place the instant
backing commences, and so prevents any back-lash taking place.
To re-start the car, the rod chain or rope O' is pulled (but not the rod chain or
rope P, as hereinafter described), and thus through the actions of the levers Fi
and F, the strap o is taken off or made slack about the drum c³, and the wheel C
is released; and the wheel A (now automatically held by the brake strap a²
thereof), through the tendency of the motor spring to unwind, forms an abutment
to the spring, and the spring unwinds at the end connected to the case i, which
being connected with the axle, causes same to revolve. When the motor spring is
unwound and the car moving forward, the brake a' again slips, even although the
brake has not been pulled off by the chain rod or cord P¹.
The action of releasing the spring after it has been wound, and starting the car,
is as follows:-It is necessary that one of the brakes-viz. that which was held in
the stopping action-be first released or slacked, but not the other. That this may be
done with facility, even when both the operating chains rods or cords Of P
(or OP) are connected to the same actuating device (such for instance as the
ordinary hand actuated brake lever spindle as above described), one of said. rods

page_text: chains or ropes must and will be slack when the other is tight, the difference of
length being such that the one brake mechanism may be sufficiently moved as to
release the strap brake holding one of the wheels from the drum thereof, without
affecting the other strap brake. By this mode of arranging the actuating ropes
chains or rods of the two mechanisms connected with the two wheels A and C, the
release of the wheel C by taking or winding in the rope or chain O' and slacking
the brake-strap c', without acting upon the rope or chain P' and the brake-strap of
the wheel A, is accomplished, in the action of starting just described. The pull,
therefore, in releasing from this end of the car, as just described, comes upon the
brake mechanism connected with the wheel C first, and then when it is actuated,
tension comes upon the actuating rod rope or chain P₁, but as the motor spring is
acting against the movement of the strap brake of the wheel A, and the leverage
at the short end of the lever E' is very small, the strap cannot be released by the
driver, and so the proper action takes place; the driver, however, keeps a slight
pressure on his lever, and as soon as the motor spring is unwound, and the resistance
is reduced to the small amount due to the spring Q, the brake strap a² may then be
easily removed, and is thus taken off or slacked upon the drum of the wheel A.
Then all is clear and both brake-straps are held off by the catch v before
referred to.
In adapting the mechanism to be used in conjunction with the ordinary brake and
brake lever spindle, w, and so that these may be used to actuate both the ordinary
brakes and the stopping mechanism above described, the chains or ropes of the
ordinary brake and those of the apparatus above described are both connected to
said brake lever spindle w. The ordinary brake chains or ropes are wound on by
turning the handle from right to left in applying the brake; whilst the chains or
ropes for operating the stopping and starting mechanism are wound on by turning
the hand lever from left to right in releasing the mechanism. And since the
mechanism according to this invention operates automatically in stopping the
car and storing power (namely by letting go the actuating ropes rods or
chains O and P or O' and P¹), the ordinary brake can be used at the same time,
and in conjunction with the brake afforded by the winding up of the motor spring.
All the actuating cords or ropes or chains connected with the actuating spindle
of the brakes may make two or three turns round the same in a complete operation;
hence, when say the ropes or chains s or O' P' of my apparatus are being wound
on, the ordinary brake ropes or chains are simply being turned off same to the
extent of one or two turns of slack, and vice versa; so that, as above stated, neither
system interferes with the free use of the other. The actuating chains or ropes OP
or O' Pl may with advantage be joined into one, before attachment to the brake
spindle, having however different lengths or different degrees of slack as and for
the purposes above described.
The operation of the mechanism shewn in the drawing has been described so far,
only, as being operated from one end of the car; its operation however from the
opposite end by the driver is identical, the spring in the action of stopping being
wound up, and in the act of restarting unwound by the wheels A B and acting
in the converse manner to that above described; these operations are fully set
forth in the Specification of my former Patent No. 14187 of 1891.
The example of apparatus given in Figure 1 of the drawings illustrates one mode
of carrying out part of my invention, namely, by levers of different value or length
of arm, but it is to be understood that any mechanism, equivalent in effect thereto,
by which the amplitude of movement of the two ends of the brake-straps is
different, so that according to which way the strap is moved, it is brought up to
the drum cylinder or other device in connection with which it is used, or off or
away from same, may be used in lieu thereof.
The herein described means for automatically operating or controlling the action
of vehicle stopping and starting apparatus, consisting of a strap or band-brake
mechanism adapted to automatically grip and hold a wheel or wheels of gear wheel
mechanism employed therein, when revolving in one direction, and to automatically

page_text: release said wheel or wheels or allow them to run freely when revolving in the
opposite direction, may be used in connection with other stopping and starting.
mechanisms than the triplet gear wheel mechanism herein more particularly
referred to, that is to say, this automatically operating strap or band holding or
detenting and releasing or self-freeing mechanism may be used in connection with
other suitable different kinds of gear wheel mechanisms employed on vehicle.
stopping and starting apparatus.
Having now particularly described and ascertained the nature of this inven--
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. The herein described improvement connected with the stopping and
starting of vehicles in which tooth or equivalent gear wheels are used in
connection with the axle or axles or wheel or wheels thereof, consisting in the
employment in connection with said gear wheels, of a strap or band brake or
brakes, and imparting movements of different amplitude to the opposite ends of
said brake band or strap, or bands or straps, by means of suitable mechanism.
adapted to effect the said movements; for the purposes specified.
2. In or for vehicle stopping and starting apparatus in which a gear wheel or
wheels is or are employed in connection with a spring for storing and utilizing the
power due to the momentum of the vehicle in stopping, a band or strap working in
connection with said gear wheel or wheels, and held and operated at and from both
ends, and adapted to automatically hold or grip said wheel or wheels when
revolving or tending to revolve in one direction, and release same or allow same-
to run freely when tending to revolve and revolving in the opposite direction.
3. In apparatus for stopping and starting vehicles, the combination substantially
as described with the axle or axles or a wheel or wheels thereof, of gear wheels.
such as herein referred to; a brake band or strap or bands or straps in connection
with said wheels; and levers, one or both of which have arms of different length,.
and connected to the opposite ends of said band or strap or bands or straps, and with
each other, by which movements of different amplitude are imparted to the opposite
ends of said band or strap or bands or straps; for the purposes specified.
4. In or connected with means for stopping and starting vehicles in which
ordinary brakes are used on the vehicle, as well as a means or apparatus for storing
the power due to the momentum of the vehicle in stopping, and utilizing such
power in re-starting, connecting the ropes chains or rods by which is put in action
the stopping and starting apparatus, and those by which the ordinary brakes are
operated, to a common actuating or controlling device; employing in said apparatus.
band or strap brakes_in_connection_with_gear_wheels which are connected with an.
axle or wheel of the vehicle, said bands or straps being actuated or controlled by
said rope chains or rods; and adapting said brake bands or straps to be applied or
go on" automatically when released, as described, whereby the actuating device
may be employed also for operating the ordinary brakes during the stopping; for
the purposes set forth.
66
5. In a vehicle, the herein described combination, consisting of or comprising, n.
stopping and starting apparatus connected with the vehicle axle or wheel (or axles
and wheels), adapted to " go on" automatically when its controlling chains ropes or
the like are released, and to be pulled off by hand thereby when not being used ;.
brakes (such as those ordinarily employed on tram-cars) in connection with the wheels
(or axles when of the revolving kind); a hand operated actuating device (such as a
winding spindle) connected both to the stopping and starting apparatus and the
wheel (or axle) brakes, and by which both are actuated or controlled; and a catch
or stop or the like by which when said stopping and starting mechanism is "pulled
off" and out of operation, the pulling off ropes chains or the like are caught and
held, and the hand operated actuating device can be used for operating the wheel
(or axle) brakes, say by winding on the chains or ropes thereof in the reverse
direction to that used in pulling off said stopping and starting apparatus whereby,
B

page_text: when going down hill (or under other circumstances), said brakes may be used
independently of said stopping and starting apparatus.
6. The means or apparatus for stopping and starting vehicles having its parts
combined, arranged and adapted to operate as set forth with reference to Figure 1
of the drawings; and also Figures 2 and 3 of the drawings.
Dated this 1st day of September 1893.
CHEESBROUGH & ROYSTON, Fels. Chart. Inst. P.A.,
15, Water Street, Liverpool, Applicant's Patent Agents.