Improvements in connection with Brakes for Carriages and other Road Vehicles.
Year: 1894

page_text: Date of Application, 29th Oct., 1894
Complete Specification Left, 29'h Aug., 1895-Accepted, 29th Oct., 1895
Date of Application, 29th Oct., 1894
Complete Specification Left, 29'h Aug., 1895-Accepted, 29th Oct., 1895
PROVISIONAL SPECIFICATION.
Improvements in connection with Brakes for Carriages and other
Road Vehicles.
GEORGE SAMUEL THOMPSON of Farleigh Road, Stoke Newington,
London, N., Carriage Builder do hereby declare the nature of this invention to be
as follows:
My invention has for its object improvements in connection with brakes for
carriages and other road vehicles; it comprises modifications and improvements in
the construction and action of the "carriage brake lock" as set forth in the
Complete Specification of my Patent No. 12398 bearing date the 23rd day of
June 1893 entitled "Improvements in connection with foot brakes for carriages
and other road vehicles" and also comprises certain improvements connected with
and applicable to both foot and hand brakes.
The modifications and improvements in the construction of the "carriage brake
lock" which constitute portion of my present invention are formed by the
construction of a lever of somewhat similar shape to the "carriage brake lock"
described in the Specification of my aforesaid Patent and consists of a lever
working on an axis that may be operated by the foot of a person for the purpose
of holding down the front lever of a foot brake and so lock the pressure of the
brake upon the wheel or wheels of the carriage or vehicle.
These improved forms of carriage brake locks will hereinafter be called the
"brake lock."
The "brake lock" may be attached to the carriage or vehicle by means of
suitable bearings in such manner that its axis is parallel or thereabout with the
axis of the front lever of the foot brake to which its action is applied and is fixed
in relation to the axis of the front lever of the foot brake in such convenient
position so that the lever of the "brake lock" does not necessarily move in a
transverse direction, but preferably in the same plane or thereabout as the front
lever of the foot brake, and its effect upon the brake is similar to that of the
original "carriage brake lock" described in my aforesaid Patent.
The lever of the "brake lock" may be formed with a stump, crank, ratchet or
other contrivance for the purpose of keeping down the front lever of the brake,
and the front lever of the brake may be provided with a stump, crank, ratchet, or
other contrivance of convenient form suitably adapted to engage with the stump,
crank, ratchet or other contrivance of the "brake lock."
A spring of any suitable form is employed to return the "brake lock" to its
dormant position when released from engagement with the lever of the brake.
The brake lock," when in its dormant position, allows entire independence of
action of the brake to which it is applied, but when it is desired to lock the
pressure of the brake upon the wheel or wheels of the carriage or vehicle, the
operator having applied the pressure upon the front lever of the brake with one
foot, he places his other foot upon the tread of the lever of the "brake lock,"
pressing it down, thereby overcoming the resistance of its spring and causing a
portion of the lever of the "brake lock or an attachment of the same to pass over
or under, as the case may be, the front lever of the brake or an attachment of the
same in line with the axis of the "brake lock." The pressure of the foot upon the
tread of the brake lever being then released, the whole power of maintaining
the pressure of the brake upon the wheel or wheels is transferred to that portion
"

page_text: of the lever of the "brake lock" which is now in direct line with its own axis and
the force applied to it through the medium of the front lever of the foot brake,
which force being greater than that exerted by the spring of the "brake lock,"
prevents movement of the "brake lock" and as a consequence the latter prevents
movement of the front lever of the brake, so locking the pressure upon the wheel
or wheels of the carriage or vehicle.
To unlock the brake it is necessary only to momentarily press down its front
lever so as to release the force upon the "brake lock," which at once allows the
spring of the latter to operate and carry back the lever of the "brake lock"
to its
dormant position thereby instantly permitting the release of the brake lever.
The brake lock" is attached by means of its bearings preferably to the bottom
of the carriage or vehicle in close proximity to the front lever of the brake, but
with a slight alteration in the position of the cranks of the levers, the "brake
lock"
may be attached either above or below the front lever of the brake, or in
an inverted position, whichever may be convenient for the purposes of fixing.
"
My invention also comprises the employment or arrangement of a volute spring,
preferably with a sliding stud for the purpose of forcing back the lever of the
"brake lock" or the "carriage brake lock" to the dormant position, and of the
construction of the lever of "brake locks and "carriage brake locks" being
formed with a cap or cage for the purpose of enclosing or partly enclosing such
volute spring and keeping the latter in position. And also of a similar formation
of cap or cage in conjunction with a volute spring being employed for forcing back
brakes to their dormant positions.
My invention also comprises an improved method of adjusting the length of a
connecting rod of a brake, and is by means of forming such connecting rod partly
of a screwed rod and partly of a female screw corresponding to same, the screwed
rod being formed with a collar or shoulder preferably convex in shape on the under
side and sufficiently large in size to prevent its passage through a slot formed near
the end of one of the levers to which the connecting rod is attached: the face of
the slot against which the collar or shoulder takes its bearing is preferably concave
in shape; the extreme end of the screwed rod beyond the collar or shoulder
terminates either with a double crank to form a handle, or with a shank, socket, or
other contrivance to which a key or wrench may be applied, in order to revolve
the screwed rod when required to lengthen or shorten the connecting rod for the
purpose of adjusting the distance between brake blocks and wheels of the carriage
or vehicle. In brakes where it is necessary for the lever with the slot to force
back the screwed connecting rod, such connecting rod may be fitted with a pin or
other convenient stop to engage with the lever and take the back pressure, or a
cap or other convenient stop may be attached to the lever to engage with the
collar of the screwed rod on the side nearest the handle or shank.
My invention also comprises a simple and rapid means of adjusting and fixing
the brake block in varied positions to obviate the inconvenience that may be caused
by alteration in the dish of the wheel and in the compass of the springs of the
carriage or vehicle. The brake arm is formed partly as a round rod or bar upon
which may be moved in both longitudinal and rotary directions an arrangement for
carrying the brake block. This arrangement consists of a block of metal having
a hole through same, preferably oval in shape, so as to allow the round rod or bar
of the brake arm to pass through, together with a loose piece of metal preferably
semi-circular in shape on one side and of V-shape on the opposite side. This loose
piece of metal is placed within the oval hole with the V-shaped side against the
brake arm and is forced against the latter by a set screw or other equivalent means
thereby holding the brake block firmly aud securely in position. The loose piece
may be of any convenient shape and may also be made with flanges to keep it in
position when sliding upon the brake arm.
Dated this 20th and of Notalar 1901

page_text: Improvements in connection with Brakes for Carriages and other
Road Vehicles.
GEORGE SAMUEL THOMPSON of 5 Farleigh Road, Stoke Newington, London, N.,
Carriage Builder, 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 has for its object improvements in connection with brakes for
carriages and other road vehicles; it comprises modifications and improvements in
the construction and action of the carriage brake lock" as set forth in the
Complete Specification of my Patent No. 12398 bearing date the 23rd day of June
1893 entitled "Improvements in connection with foot brakes for carriages and
other road vehicles," and also comprises certain improvements connected with and
applicable to both foot and hand brakes.
The modifications and improvements in the construction of the "carriage brake
lock" which constitute a portion of my present invention are formed by the
construction of a lever of somewhat similar shape to the "carriage brake
lock" described in the Specification of my aforesaid Patent and consists of a lever
working on an axis that may be operated by the foot of a person for the purpose of
holding down the front lever of a foot brake and so lock the pressure of the brake
upon the wheel or wheels of the carriage or vehicle. These improved forms of
carriage brake locks will hereinafter he called the "brake lock."
The brake lock" may be attached to the carriage or vehicle by means of
suitable bearings in such manner that its axis is parallel or thereabout with the
axis of the front lever of the foot brake to which its action is applied and is fixed
in relation to the axis of the front lever of the foot brake in such convenient
position so that the lever of the brake lock" does not necessarily move in a
transverse direction, but preferably in the same plane or thereabout as the front
lever of the foot brake, and its effect upon the brake is similar to that of the
original "carriage brake lock" described in my aforesaid Patent.
66
The lever of the "brake lock" may be formed with a stump, crank, ratchet or
other contrivance for the purpose of keeping down the front lever of the brake, and
the front lever of the brake may be provided with a stump, crank, ratchet or other
contrivance of convenient form suitably adapted to engage with the stump crank,
ratchet or other contrivance of the "brake lock."
A spring of any suitable form is employed to return the "brake lock
to its
dormant position when released from engagement with the lever of the brake.
The "brake lock," when in its dormant position, allows entire independence of
action of the brake to which it is applied, but when it is desired to lock the
pressure of the brake upon the wheel or wheels of the carriage or vehicle, the
operator having applied the pressure upon the front lever of the brake with one
foot, he places his other foot upon the tread of the lever of the "brake lock"
pressing it down thereby overcoming the resistance of its spring and causing a
portion of the lever of the "brake lock" or an attachment of the same to pass over
or under, as the case may be, the front lever of the brake or an attachment of the
same in line with the axis of the "brake lock." The pressure of the foot upon the
tread of the brake lever being then released, the whole power of maintaining
the pressure of the brake upou the wheel or wheels is transferred to that portion of
the lever of the "brake lock" which is now in direct line with its own axis and the
force applied to it through the medium of the front lever of the foot brake, which
force being greater than that exerted by the spring of the "brake lock," prevents
movement of the "brake lock" and as a consequence the latter prevents movement

page_text: of the front lever of the brake, so locking the pressure upon the wheel or wheels of
the carriage or vehicle.
To unlock the brake it is necessary only to momentarily press down its front
lever so as to release the force upon the "brake lock," which at once allows the
spring of the latter to operate and carry back the lever of the "brake lock" to its
dormant position thereby instantly permitting the release of the brake lever.
The "brake lock" is attached by means of its bearings preferably to the bottom
of the carriage or vehicle in close proximity to the front lever of the brake, but
with a slight alteration in the position of the cranks of the levers, the "brake
lock" may be attached either above or below the front lever of the brake, or in an
inverted position, whichever may be convenient for the purposes of fixing.
My invention also comprises the employment or arrangement of a volute spring,
preferably with a sliding stud for the purpose of forcing back the lever of the
"brake lock" or the "carriage brake lock" to the dormant position, and of the
construction of the lever of "brake locks" and "carriage brake locks" being
formed with a cap or cage for the purpose of enclosing or partly enclosing such
volute spring and keeping the latter in position. And also of a similar formation
of cap or cage in conjunction with a volute spring being employed for forcing back
brakes to their dormant positions.
My invention also comprises an improved method of adjusting the length of a
connecting rod of a brake and is equally applicable to a cranked connecting rod as
to a straight one, and is by means of forming such connecting rod partly of a
screwed rod and partly of a female screw corresponding to same, the screwed rod
being formed with a collar or shoulder preferably convex in shape on the under
side and sufficiently large in size to prevent its passage through a slot formed near
the end of one of the levers to which the connecting rod is attached; the other
lever or under one being pivoted at one end to the top lever and at the other end
to the connecting rod proper. The face of the slot against which the collar or
shoulder takes its bearing is preferably concave in shape; the extreme end of the
screwed rod beyond the collar or shoulder terminating either with a double crank
to form a handle, or with a shank, socket, or other contrivance to which a key or
wrench may be applied, in order to revolve the screwed rod when required to
lengthen or shorten the connecting rod for the purpose of adjusting the distance
between brake blocks and wheels of the carriage or vehicle. It is obviously within
the meaning of my invention that the top lever of the brake may be pivoted to the
lower one and the female screw be formed in the top lever, the screwed rod
engaging with same requiring no shoulder, the end of the screw operating against
the lower lever. In brakes where it is necessary for the lever with the slot to
force back the screwed connecting rod, such connecting rod may be fitted with a
pin or other convenient stop to engage with the lever and take the back pressure,
or a cap or other convenient stop may be attached to the lever to engage with the
collar of the screwed rod on the side nearest the handle or shank.
My invention also comprises a simple and rapid means of adjusting and fixing the
brake block in varied positions to obviate the inconvenience that may be caused by
alteration in the dish of the wheel and in the compass of the springs of the carriage
or vehicle.
The brake arm is formed partly as a round rod or bar upon which may be moved
in both longitudinal and rotary directions an arrangement for carrying the brake
block. This arrangement consists of a block of metal having a hole through same,
preferably oval in shape, so as to allow the round rod or bar of the brake arm to
pass through, together with a loose piece of metal preferably semi-circular in shape
on one side and of V-shape ou the opposite side. This loose piece of metal is
placed within the oval hole with the V-shaped side against the brake arin and is
forced against the latter by a set screw or other equivalent means, thereby holding
the brake block firmly and securely in position. The loose piece may be of any
convenient shape and may also be made with flanges to keep it in position when
sliding upon the brake arm.

page_text: DESCRIPTION OF DRAWINGS.
Fig. 1 is a plan of a "brake lock" fitted in connection with the front lever of a
foot brake, and
Fig. 2 is the side elevation.
Fig. 3 is the side elevation showing the "brake lock" in action.
Fig. 4 is the side elevation of a "brake lock," and also of connecting rod
adjustment.
Fig. 5 is a side elevation of a slightly modified form of the "brake lock" fitted
in connection with a foot brake.
Fig. 6 is a section taken on line Y Fig. 5.
Fig. 7 is a side elevation of "brake lock."
&
Figs. 8, 9, 10, 11, 12 and 13 are details to be described.
Fig. 14 is a side elevation of a front lever of a foot brake with a connecting rod
adjustment.
Fig. 15 is a portion of a brake arm and the front elevation of an arrangement
for carrying and adjusting the brake block thereon.
Fig. 16 is the side elevation of Fig. 15.
Fig. 17 is a section taken on the line rr of Fig. 16.
Fig. 18 is the side elevation of Figs. 15 and 16 without the brake arm and loose
piece.
•
Figs. 19, 20 and 21 are end, top, and side views respectively of the loose piece.
The brake lock
tr
as shown in Figs. 1, 2, 3 and 4 consists of a lever having
two arms A and B and the stop C connected by the roller D which moves upon its
axis E in the supports F, the locking arm A has a cranked or caulked end A¹
projecting towards the brake lever and forming on the underside a ratchet as
shown.
The tread arm B is acted upon by the spring G which forces the "brake lock"
into the dormant position against its stop C as shown in Figs. 1 and 2 allowing
perfect freedom for the brake lever ab to move upon its axis c in the supports d
and work to and from the position of the broken lines a¹ b¹ Fig. 2.
The arm a of the brake is furnished with a stump Z projecting upwards on the
side nearer the "brake lock as shown in Figs. 1, 2, 3 and 4 the end of which
stump corresponds to the ratchet A' of the "brake lock."
"
When it is desired to lock the pressure of the brake upon the wheels, the brake
lever ab having been forced by the operator's foot to the position of the broken
lines a¹¹ Fig. 2 the operator's other foot is then pressed upon the tread B¹ of the
"brake lock" forcing it down and causing the ratchet A¹ to pass over the
stump Z of the brake as shown in Fig. 3, the operator's foot upon the brake
may then be removed and immediately after his other foot upon the "brake lock
may be removed also, leaving the brake locked upon the wheels in consequence of
the resisting force of the brake actuated by its spring tending to its release from
contact with the wheels; or of the recoil of the pressure forced against the wheels,
or both; passing through Z to the ratchet A', overcoming the power of the
spring G exerted upon the "brake lock" to return it to its dormant position.
To unlock the brake it is necessary only for the operator to place his foot upon
the tread e of the brake and momentarily press down the arm a of the brake which
removes the pressure of Z against A¹ and at once sets the "brake lock" free which
by the action of its spring G instantly returns to its dormant position at A² B'
shown by the broken lines and by the action of which the brake is freed of its
control of the "brake lock" simultaneously.
It is obvious that by means of a ratchet brakes may be locked in various
positions depending upon the number of teeth with which such ratchet is
constructed; in Figs. 2, 3 and 4 a ratchet with three teeth is shown; in Fig. 3 the
back tooth is employed and in Fig. 4 the centre one. It will be seen that the
brake arm a in Fig. 3 is locked in a position nearly touching the foot board h and
in Fig. 4 it is further away. Fig. 5 illustrates a "brake lock" operating behind

page_text: the axis of the brake and in conjunction with the arm of the brake, the locking
arm A of the "brake lock" being shown for acting in one position only. In this
modification of the "brake block" shown by Fig. 5 it is not necessary for the
locking arm A to be provided with a cranked or caulked end as that arm has to
support by a compressing strain the downward force imparted to it from the arm b
of the brake lever, but the stump attached to and projecting upwards from the
arm of the brake lever is provided with a cranked or caulked end Z' suitable for
engaging with the end of the locking arm A.
The relative positions of 71 and A are more clearly shown by Fig. 6 which
represents a section taken at the line Y Fig. 5 the portion Z being the stump
attached to b unable to be shown in Fig. 5 being behind the locking arm A.
The
locking and unlocking of the brake by means of the "brake lock" shown in Fig. 5
is performed by the operator in exactly the same manner as applies to Figs. 1, 2, 3
and 4.
Fig. 7 shows a "brake lock" for working behind the axis of the brake the end
of the locking arm A being adapted for locking in two positions.
In Figs. 5 and 7 is shown the method of adapting the "brake lock" for use
with a volute spring when depth of space is very limited, in Fig. 7 the spring G is
shown in a relaxed and extended form the larger end being uppermost which is
loosely encased in a cap or cage H formed in the arm B; the underside of this
cap or cage H is shown by Fig. 8 and the section of Fig. 8 taken at the line M M
is shown by Fig. 9.
A square stud I formed with a segmental bottom and a shank J as shown by
Fig. 10 is placed at the smaller and lower end of the spring G as shown by the
dotted lines in Fig. 7 the shank being inserted within the inner coil of the spring, this
stud is kept in position at the lower end by two shallow guides K and a front stop L.
When the arm B is lowered and the spring G compressed the stud I will slightly
roll and slide between the guides K and away from the stop L to the posin
shown in Fig. 5.
Fig. 11 is the plan of a portion of the bottom plate which carries the s"
to which is attached the guides K and stop L and within which is showp
.stud I.
F
ng
Arge
the
Jcking
ed with
shank J1
When the locking arms of "brake locks" are constructed to move
radius necessitated by the protracted length of the ratchet I prefer at
volute spring by means of a cap or cage H¹ made independently of
arm and constructed with an open head N N as shown by Fig. 12 con
the arm B by means of a pivot t Fig. 4 or I may use an open head wit
as shown by Fig. 13 and employ the spring with the smaller end uppè
Figs. 1, 2 and 3, a shallow rim X retaining the larger and lower end of the spring
in position.
ost as in
Fig. 14 shows an improved method of adjusting the length of connecting rods;
the screwed rod P passes through a tapering slot shown by the dotted lines RR
near the end of the brake lever arm 63, the screwed rod P engages with a female
screw in another rod or lever Q which is connected at one end with the brake
arm 6 by means of the pivot k, the rod P is made with a collar P¹ too large to pass
into the slot R R.
It will be seen that by screwing up or down the rod P by means of the handle P
the adjustment of the connecting rod g is effected. A slotted hole / may if so
desired be made to intercept the slot R in the manner shown and a hole be made
through the rod P for the purpose of inserting a pin through same when it is
necessary by the construction of the brake for the arm to force back the
connecting rod in returning the brake to its dormant position and prevent 6* closing
down upon Q.
In Fig. 4 is shown the top lever or rod Q¹ internally screwed and it is connected
at one end with the brake arm 63 by means of the pivot k¹ the screwed rod P
engages with the screwed lever or rod Q¹ which it raises or lowers when the end
of P is operated against the arm bª.

page_text: Fig. 15 shows a portion of a brake arm m formed in shape as a round rod or
bar, S is a metal block having an oval hole passing through same of sufficient size
to admit the brake arm m as well as a loose piece of metal the flanges of which
are shown at T' T'; U is a set screw.
Fig. 16 is a side elevation of Fig. 15 n being a dovetail pan that carries the
brake block p, the dovetail pan n is secured to the flanges S' of the metal block S.
Fig. 17 is a cross section of Fig. 16 taken at the line rr.
Fig. 18 is the same as Fig. 16 but having the brake arm and the loose piece
removed showing the hole W.
the arm m.
Figs. 19, 20 and 21 illustrate respectively the end top and side views
of the loose piece T showing its flanges T₁ which are for the purpose of
preventing it from slipping out of the hole when the block S is moved upon
To adjust the block S upon the brake arm m it is necessary only to
slacken the set screw U when the block S carrying the brake block p may be
moved in both longitudinal and rotary directions upon the round arm m of the
brake to any desired position, and at once secured by tightening the set screw U
which being forced against the loose piece T causes it to firmly grip the round
arm m and holds the metal block S tightly in position.
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 1
claim is :-
1. The combination with foot brakes for carriages of a lever working in any
direction in relation to the front lever of the brake and operated independently of
the brake provided with a stump crank, or ratchet attached to or connected with
the front lever of the brake for the purpose of locking on the pressure of foot brake
upon the wheels of the carriage or vehicle.
2. The combination and arrangement with such aforesaid lever of a spring
of any suitable pattern operating in a manner to release such aforesaid or
simultaneously controlled lever from its connection with or operation upon the foot
brake.
3. The employment of a volute spring for the purpose of operating such aforesaid
lever or simultaneously controlled lever.
4. The combinations and arrangements for connecting rods of brakes as herein
described for the purpose of adjusting the distance between brake blocks and
wheels.
5. The combination and arrangement of a block having a hole through same
provided with a loose piece of metal therein that may by means of a set
screw passing through the block be forced tightly against the round arm of a brake
upon which it may slide for the purposes of adjusting as hereinbefore set forth and
described.
Dated this 29th day of August 1895.