Improvements in or relating to Power-storing Brake Apparatus.
Year: 1892

page_text: Date of Application, 17th Oct., 1892
Complete Specification Left, 3rd July, 1893-Accepted, 23rd Sept., 1893
PROVISIONAL SPECIFICATION.
Improvements in or relating to Power-storing Brake Apparatus.
I, CARLO SACCO, of Turin, in the Kingdom of Italy, do hereby declare the
nature of this invention to be as follows:-
The subject of this invention is a brake for vehicles, adapted to store up part of
the propelling power or vis viva of the vehicle at the moment when it is stopped and
to liberate when the vehicle is started again. This construction of brake is
particularly suitable for tram-cars drawn by horses as it relieves the animals from
the initial strain they are subjected to in starting the cars, so that the horses, in
beginning to draw, find the vehicle already in motion as it were and therefore
have their work considerably facilitated and are able to perform it more
satisfactorily.
With this object in view the brake-shoes are in any suitable manner connected
with suitable power-storage apparatus, such as a spring or an air-cylinder, the latter
being preferred. When the brake-shoes are pressed upon the wheels they are
carried along a certain distance by the latter and consequently charge the power
accumulator. When the vehicle is started again the accumulator in its turn acts
upon the brake-shoes which in this case carry along the wheels by means of the
accumulated force. A further feature of the invention is that the apparatus is so
arranged that the vehicle may be started either in the direction in which it
has been moving before it was brought to a standstill or in the opposite direction
at will.
Having thus set forth the general idea of the invention I will now describe in
detail its operation and practical performance.
Upon the axles are mounted four sleeves capable of revolving but not sliding
longitudinally on the shaft. Each of these sleeves has two arms arranged in the
vicinity of the wheel, on which arms slide pieces connected with the brake blocks.
At their opposite ends the sleeves carry two cranks with crank-pins arranged
preferably at right angles to the arms.
The brake applying mechanism is mounted on the sleeve of each wheel and will
be more particularly referred to further on.
The crank-pins are connected by four rods or links arranged crosswise so
that the two sleeves of one side of the vehicle turn in opposite directions to
each other.
The force accumulator preferably consists of a cylinder containing a piston
the rod of which is connected to a frame sliding in guides which are connected to
the cylinder.
The cylinder is closed filled with air and of greater length than is required by the
stroke of the piston. The piston by its motion produces a vacuum in the rear and
compresses air in the front portion of the cylinder, thereby absorbing and storing
up power which it can supply for use again when it resumes its normal position.
Although in most cases I prefer this simultaneous employment of a vacuum and
of compressed air, 1 however can employ either of the two alone in some cases.
The guides carry two pins or journals and the frame carries two similar pins cach
of which is situated behind one of the journals. Each of these journals enters the
recess of one of the before-mentioned four rods or links. The cylinder and its
frame are supported solely by these links and the cylinder and piston will move
simultaneously in opposite directions and consequently turn one pair of sleeves in
one direction and the other pair in the opposite direction. Thus a device is
created for converting the rectilinear motion of the force accumulator into rotary
motion or vice versa imparted to the wheels, the direction of motion being chosen

page_text: at will and depending on whether the brakes are applied to one or the other pair
of wheels.
The two arms of the frame have the shape of a rack and engage two pawls
carried by the cylinder and which prevent the return movement of the piston
except when raised by the following means. The pawls are connected by rods with
a lever pivotted to the cylinder. A spring presses the pawls against the racks.
To disconnect the pawls it is sufficient to incline the lever as will be more fully
explained further on.
I will now explain the operation of the parts so far described as by so doing I
shall facilitate the comprehension of the whole.
Supposing that the vehicle is moving along from left to right to stop it the
brakes are applied to the wheels until the brake shoes are carried on by the wheels
and thereby caused to set in motion two of the sleeves, the former of which being
operated by two of the links, will push one guide-pin to the right and one frame
pin to the left and the other sleeve by means of the two remaining links will push
the other frame pin to the left and the guide pin to the right. The cylinder there-
fore will move to the right and the piston to the left until the resistance due to the
pressure of air becomes sufficient to arrest the wheels and to cause them to "drag
whereby the remainder of the propelling power is absorbed and a quick stoppage
is brought about. At the same time the two remaining sleeves together with their
brake-shoes turn in the opposite direction, but without touching the wheels the
arrangement being such that the brake-shoes will be brought to stop without
touching the rails. Two projections provided at the ends of the arms of the frame
limit the stroke, should the pressure of the air prove insufficient.
"
When the vehicle has been brought to a standstill the wheels may be relieved
from the pressure of the brakes, the pawls preventing the recoil or backward motion
of the cylinder.
To utilize the power stored up in the accumulator for setting the vehicle in
motion again the brake-shoes of the two other wheels are applied. Then the
pawls are raised in the manner presently to be described, the air-pressure causes
the piston to re-enter the cylinder, motion is transmitted to two of the sleeves
which resume their initial position carrying along with them the wheels, and the
friction or adhesion between the wheel and the ground or rail causes the vehicle to
start again in the same direction in which it had been moving before the stoppage.
At the same time the other two sleeves also return their brake-shoes to the
initial position but without allowing them to come into contact with the wheels.
The moment when the piston reaches the bottom of the cylinder the vehicle
would stop if the brakes of the wheels were not at the same instant automatically
released in the manner hereinafter explained.
When the vehicle is to travel in the opposite direction the operation of the
device is similar except that the function of the brakes of the wheels are
reversed, that is to say they are in this case applied to stop the vehicle and those
of the wheels described above to set it in motion. It will be observed that the
apparatus after a stoppage is always in the identical position no matter what
the previous direction of motion has been, and this naturally makes it optional
when the vehicle is again to be started to cause it to move in either direction
at will.
The wheels of tram-cars being generally stationary on their axles, it will be
seen that both in starting and in stopping the car the whole power of adhesion of
the four wheels is utilized, although the brake be only applied to two wheels one
on each axle. It will also be understood that if the brakes are applied which serve
to stop the vehicle but with a less pressure than that which is necessary to carry
along the piston, the wheels will continue to turn and the apparatus will serve as an
ordinary brake with a gradual action for slopes.
It will be seen from the foregoing that the brake-applying and operating
mechanisms in this arrangement must fulfil the following conditions,-
(a) In stopping to tightly apply the brake-shoes to two diagonally opposite

page_text: wheels and retain them thereon whatever the positions of the cylinder and
sleeves;
(b) In starting, apply the brake to the two other wheels but take it off again as
soon as the piston arrives at the bottom of the cylinder and when the brake-shoes
are applied with sufficient force raise the pawls and retain them in the raised
position during the whole of the piston-stroke.
(c) In descending slopes, exercise a reduced or optionally graduated pressure.
It is necessary that these operations should be performed at either end of the
vehicle so as to accommodate two directions of motion, and it is also necessary that
they should be produced by only one simple movement of a lever or handle. The
following mechanism answers these requirements.
Upon each sleeve is passed another sleeve capable of revolving but not of moving
longitudinally thereon. In the portion situated next to the wheel are arranged
externally and longitudinally two segments.
A nut fits the screw-threaded sleeve. The threads of the sectors enter the
grooves of the nut which is thereby enabled to carry the sectors along with it
when moving longitudinally but not when revolving. The forward end of the nut
is fitted by means of a hollow ring capable of turning thereon. This ring has two
projecting portions containing two pins connected by links to pins on two pieces,
these pins being adapted to slide in arms and carrying the brake-blocks or shoes
which are to come into contact with the wheels.
It will be seen that by suitably operating the nut (from right to left, if operated
from above) or by turning the screw threaded sleeve in the opposite direction, the
nut will be brought closer to the wheel and will push the ring and, reducing the
angle of inclination of the links, bring the pieces closer to the shaft at the same time
tightly pressing the brake-shoes against the wheel. When the screw-threaded
sleeve or its nut is turned in the opposite direction, the nut will move away from
the wheel and raise the brake-shoes clear of the wheels.
Each of the sleeves carries an arm extending downwards in the apparatus
operating the wheels which for sake of distinction I will call 1 and 3 and upwards
in those of the wheels 2 and 4.
Similarly each of the nuts carries an arm directed upwards in the case of the
wheels 1 and 3 and downwards in the case of the wheels 2 and 4. Four inclined
rods are connected respectively to the arms. Four other rods connect the arms to
the ends of two levers or beams movable in the horizontal plane on pivots carried
by the floor of the vehicle.
If one beam or lever be fixed in position and if the upper end of the other beam
or lever be moved to the right, the brake of the wheels 1 and 3 are thereby applied
with the result that the vehicle moving from left to right will be stopped. By
deflecting the last-mentioned lever in the opposite directions the brakes are applied
to the wheels 2 and 4 so as to start them from left to right.
By fixing this lever however and deflecting the first-inentioned lever either to the
right or to the left, the brakes will be applied either to the wheels 2 and 4 or to
1 and 3 according as it is required to stop or to start the vehicle.
The device whereby the wheels are relieved from the brakes at the moment of
the piston's arrival at the bottom of the cylinder in the starting operation is as
follows,-
The front surface of the nut which presses the internal surface of the ring carries
two projecting sectors which are always situated in the same plane as the front
surface of the sectors. The internal surface of the ring also has two projecting sectors
sufficiently wide in the radial direction to bear both on the sectors and on the
projecting portions of the nut when the brakes are applied.
It now remains to explain how the two levers or beams before-described are
operated and in what manner the pawls are raised in starting.
Two vertical shafts are provided with handles and arranged in the ordinary
manner the lower ends of which form winches for chains which are attached to
bell-crank levers.

page_text: One of the arms of each of the levers carries a pin upon which is set a straight
lever. To the short arms of these levers are linked rods connected to the levers or
beams. To the long arms are linked rods connected to other levers. The upper
end of the lever of the pawls during the movement of the cylinder slides along a
bar. A spring tends to move this bar away from the lever. Two shafts supported
by bearings secured to the floor of the vehicle are capable of arresting the operation
of the levers or beams when they are turned in such a manner that their teeth
embrace them.
The operation of these mechanisms is as follows,-Supposing that the vehicle is
moving from right to left, one lever being released and the other arrested while
the shafts are turning in the usual way. To stop the vehicle the shaft is turned in
the direction of the hands of a clock, which through the medium of the chain
causes the lever to turn in the same direction, the pivot of the other lever being
thereby moved to the left. The long arm of this lever cannot follow this
movement since a stop on the rod abuts against a stop secured to the floor of the
carriage.
But on the other hand the rod is displaced from right to left and therefore
pushes the lever or beam first mentioned so as to apply the brakes to the wheels 2
and 4 and to charge or store up power in the cylinder. For starting the shaft is
turned in the opposite direction. The pivot then moves to the right carrying along
with it the rod and the lever or beam thereby causing the brakes to be applied to
the wheels 1 and 3. By further operating the shaft as the rod can advance no
further and serves as a point of support for the lever the long arm of this lever
pushes the rod to the right which moves levers and the bar to the right and down-
wards and this bar pushes the lever and thereby raises the pawls. The piston then
starts on its inward stroke in the cylinder and sets the vehicle in motion.
In moving to the right the operation is the same, the corresponding parts of the
mechanism being simply arranged at the opposite end of the vehicle. The shape
and size of the parts may vary so as to suit various types of vehicles. Certain parts
should in practice consist of a number of separate pieces such for example as the
sleeves placed on the axles which in most cases will be composed of two parts or
sections suitably bolted together.
Dated this 17th day of October 1892.
W. P. THOMPSON & BOULT,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or relating to Power-storing Brake Apparatus.
I, CARLO SACCO, of Turin in the Kingdom of Italy, 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 :-
The subject of this invention is a brake for vehicles, adapted to store up part of
the propelling power or vis viva of the vehicle at the moment when it is stopped
and to liberate it when the vehicle is started again. This construction of brake is
particularly suitable for tramcars drawn by horses as it relieves the animals from
the initial strain they are subjected to in starting the cars, so that the horses, in
beginning to draw, find the vehicle already in motion as it were, and therefore
have their work considerably facilitated and are able to perform it more satis-
factorily.
With this object in view the brake-shoes are in any suitable manner connected
with suitable power-storage apparatus such as a spring or an air-cylinder, the latter
being preferred. When the brake-shoes are pressed upon the wheels they are
carried along a certain distance by the latter and consequently charge the power-
accumulator. When the vehicle is started again the accumulator in its turn acts
upon the brake-shoes which in this case carry along the wheels by means of the

page_text: DCCH
at will.
Having thus set forth the general idea of the invention, I will now describe in
detail its operation and practical performance by reference to the accompanying
drawings in which
Figure 1 is an elevation partly in section of the improved brake arrangement,
Figure 2 is a plan.
Figure 3 is a detail view on an enlarged scale of the mechanism for tightly
applying the brake shoes
Figures 4 and 5 are diagrams illustrating the operation of this device.
Figure 6 is a detail view of the cylinder and
Figure 7 is a plan on a reduced scale of the operating mechanism.
Upon the axles A¹ A² (Figs. 1 and 2) are mounted four sleeves B¹ B² B³ 13*
(see also Figure 3) capable of revolving but not sliding longitudinally on the shaft.
Each of these sleeves has two arms bb arranged in the vicinity of the wheel on
which arms slide the pieces ee connected with the brake-blocks c c. At their
opposite ends the sleeves carry two cranks with crank-pinsƒ³ arranged
preferably at right angles to the arms bb.
The brake applying mechanism is mounted on the sleeve of each wheel and is
more particularly referred to further on.
The crank pins ¹ƒ ƒ³ and f^ are connected by four rods or links E E E E
arranged crosswise so that the two sleeves of one side of the vehicle turn in opposite
directions to each other.
The force accumulator preferably consists of a cylinder C containing a piston D
the rod d of which is connected to a frame H sliding in guides G G connected to
the cylinder.
The cylinder is closed, filled with air and of greater length than is required by
the stroke of the piston. The piston by its motion produces a vacuum in the rear
and compresses air in the front portion of the cylinder, thereby absorbing and
storing up power which it can supply for use again when it resumes its normal
position.
Although in most cases I prefer this simultaneous employment of a vacuum and
of compressed air, I however, can employ either of the two alone in some cases.
The guides G G carry two pins or journals g' g³ and the frame H carries two
similar pins 2 and h. It will be seen that is situated behind ', and behind 3.
Each of these journals enters the recess of one of the rods or links E E E³ É*.
The cylinder C and its frame H are supported solely by these links. From Figures 1
and 2 it will be seen that the cylinder and piston will move simultaneously in
opposite directions and consequently turn one pair of sleeves in one direction and
the other pair in the opposite direction. Thus a device is provided for converting
the rectilinear motion of the force accumulator into rotary motion imparted to the
wheels (or rotary motion may be converted into rectilinear motion), the direction
of motion being chosen at will and depending on whether the brakes are applied to
one or the other pair of wheels.
The two arms of the frame H are forined with teeth so as to constitute racks and
engage two pawls I I, Fig. 2, carried by the cylinder and which prevent the return
movement of the piston except when raised by means of the mechanism shown in
Figure 6.
The pawls II are connected by links with a lever K pivotted at k to the
cylinder. A spring K¹ presses the pawls against the racks. To disconnect
the pawls it is sufficient to incline the lever K in the manner more fully explained
further on.
I will now explain the operation of the parts so far described as by so doing
I shall facilitate the comprehension of the whole.
Supposing that the vehicle is moving along from left to right (Figs. 1 and 2) to

page_text: stop it the brakes are applied to the wheels R' and R' until the brake shoes are
carried on by the wheels and thereby caused to set in motion the sleeves B₁ B³;
the former of which being operated by the links E' E2 will push the pin gl to the
right and the pin 2 to the left, and the other sleeve by means of the links E
and E will push the pin 4 to the left and g³ to the right. The cylinder C there-
fore will move to the right and the piston D to the left until the resistance due to
the pressure of air becomes sufficient to arrest the wheels and to cause them to
drag" whereby the remainder of the propelling power is absorbed and a quick
stoppage is brought about. At the same time the sleeves B2 and B' together with
their brake-shoes turn in the opposite direction, but without touching the wheels,
the arrangement being such that the brake-shoes will be brought to a stop without
touching the rails. Two projections provided at the ends of the arms of the
frame H, Figs. 1 and 2, limit the stroke, should the pressure of the air prove
insufficient.
"
When the vehicle has been brought to a standstill the wheels may be relieved
from the pressure of the brakes, the pawls II preventing the recoil or backward
motion of the cylinder.
To utilize the power stored up in the accumulator for again starting the vehicle
the brake-shoes of the two other wheels R2 R' are applied. Then the pawls I I
are disengaged in the manner hereinafter described; the air-pressure causes the
piston to re-enter the cylinder; motion is transmitted to the sleeves B' B' which
resume their initial position carrying along with them the wheels R² R*; and the
friction or adhesion between the wheel and the ground or rail causes the vehicle
to start again in the same direction in which it had been moving before the stoppage.
At the same time the sleeves B₁ B³ also return their brake shoes to the initial
position, but without allowing them to come into contact with the wheels.
The moment when the piston reaches the bottom of the cylinder the vehicle would
stop if the brakes of the wheels R2 and R' were not at the same instant auto-
matically released as for example in the manner hereinafter explained.
When the vehicle is to travel in the opposite direction, the operation of the
device is similar except that the brakes of the wheels R2 and R' are in this case
applied to stop the vehicle and those of the wheels R¹ and R³ to set it in motion..
It will be observed that the apparatus after a stoppage is always in the identical
position, no matter what the previous direction of motion has been; and this
naturally makes it optional when the vehicle is again to be started, whether it shall
be caused to move in one direction or the other.
The wheels of tram-cars being generally stationary on their axles, it will be seen
that both in starting and in stopping the car, the whole power of adhesion of the
four wheels is utilized, although the brake be only applied to two wheels, one on
each axle. It will also be understood that if the brakes which serve to stop the
vehicle be applied with a less pressure than that which is necessary to carry along
the piston, the wheels will continue to turn and the apparatus will serve as an
ordinary brake with a gradual action for slopes.
It will be seen from the foregoing that the brake-applying and operating
mechanisms in this arrangement must fulfil the following conditions ;
(a) In stopping to tightly apply the brake-shoes to two diagonally opposite
wheels and retain them thereon whatever the positions of the cylinder and sleeves.
(b) In starting, apply the brake to the two other wheels, but take it off again as
soon as the piston arrives at the end of the cylinder (in the position shown in
Figs. 1 and 2) and when the brake-shoes are applied with sufficient force, disengage
the pawls I 1 and retain them in the raised position during the whole of the piston-
stroke.
(c) In descending slopes, exercise a reduced or optionally graduated pressure.
It is necessary that these operations should be performed at either end of the
vehicle so as to accommodate two directions of motion; and it is also necessary that
they should be produced by only one simple movement of a lever or handle.
A mechanism answering these requirements is represented in Figure 3 which is a

page_text: sectional plan thereof; Figs. 4 and 5 are diagrams illustrative of the operation
and Fig. 7 shows the mechanism in use.
Upon each sleeve B is mounted another sleeve L capable of revolving but not of
moving longitudinally thereon. In the portion situated next to the wheel are
arranged externally and longitudinally two sectors M.
.
A nut N fits the screw-threaded sleeve L. The ribs m of the sectors M enter
grooves of the nut N which is thereby enabled to carry the sectors along with it
when moving longitudinally but not when revolving. The forward end of the
nut N is fitted into a hollow ring O capable of turning thereon. The ring O has
two lugs carrying two pins o o connected by links P P to pins el el on the pieces e e
which are adapted to slide on arms bb and operate the brake-blocks or shoes c c.
It will be seen that by suitably operating the nut N (from right to left if
operated from above) or by turning the screw-threaded sleeve in the opposite
direction, the nut will be brought closer to the wheel and will push the ring and
by altering the angle of inclination of the links P P, bring the pieces e e closer to
the shaft at the same time tightly pressing the brake-shoes cc against the wheel..
When the screw-threaded sleeve L or its nut N is turned in the opposite direction,
the nut will recede from the wheel and the brake-shoes be moved clear of the
wheels.
l
Each of the sleeves L carries an arm extending downwards in the apparatus
operating the wheels R and R³ and upwards in those of the wheels R² and R*.
Similarly each of the nuts N carries an arm directed upwards in the case of
the wheels R' and R and downwards in the case of the wheels R2 and R. Four
inclined rods Q1 Q2 Q3 Q4 are connected respectively to the arms ¹ l³ 1³ l^, n' n² n³ n*.
Four other rods q¹ q² q³ q* connect the arms n' 1, and 2n³ to the ends of two levers
or beams S¹ S² movable in the horizontal plane on pivots s¹² carried by the floor
of the vehicle.
If the beam or lever S¹ be fixed in position and if the end of S² shown
uppermost in Figure 2 be moved to the right, the brakes of the wheels R' and R³
are thereby applied with the result that the vehicle moving from left to right will
be stopped. By deflecting the lever S2 in the opposite directions the brakes are
applied to the wheels R2 and R* so as to start them from left to right.
By fixing the lever S² however, and deflecting the lever S₁ either to the right
or to the left, the brakes will be applied either to the wheels R2 and R₁ or
to R and R³ according as it is required to stop or to start the vehicle.
The device whereby the wheels are relieved from the brakes, at the moment of
the piston's arrival at the bottom or end of the cylinder in the starting operation,
is as follows (Figures 3, 4 and 5);
The front part of the nut N which operates within the internal surface of the
ring O carries two projecting sectors n' which are always situated in the same plane
as the front surface of the sectors M. The internal surface of the ring O also has
two projecting sectors sufficiently wide in the radial direction to bear both on the
sectors M and on the projecting portions of the nut N when the brakes are
applied.
The diagrams 4 and 5 represent the position of these parts and their operation.
A is the axle and B the sleeve in section, LL designates the end of the threaded
sleeve; M M are the sectors (see the light hatch-lining) and n' n¹ are the
projecting parts of the nut N (also hatch-lined in the drawing). The external
segments shown in full lined hatching at o' o' are supposed to indicate also the
direction of the projection of the ring when the piston is at the end of its inward
stroke, and the segments having a dotted hatch-lining at 202 represent their
direction when the piston is at the other end of its stroke. The lines indicate
the direction of the arms band of the brake-shoes in the first of the two positions
and the lines 22 indicate their direction in the second position. The full line
arrows indicate the direction of motion of the parts in stopping the vehicle and the
dotted arrows show their direction of motion in the starting operation.
Figure 4 illustrates the axle-devices A2 and Figure 5 the axle-devices A¹.

page_text: Referring now to Figures 5, 1 and 2, it will be remembered that by moving the
wheel R to the left the vehicle is stopped and by moving the wheel R' in the same
direction the vehicle is started. In the former case by moving the end of the beam
or lever S¹ shown lowest in Figure 2 to the right, the rod q' is caused to turn the
sleeve L and its sectors in the direction indicated in Figure 5. The nut N*
therefore comes closer to the wheel and presses the brake-shoes thereon which are
carried on along with their arm from 6' towards 2. At the same time the
projections of the ring O pass from o' towards o² without ceasing to bear upon
the projections n' of the nut and upon the sectors M M. By returning the lever
or beam S¹ to its position the brakes are released, but the projections of the
ring O* remain in the position o². The brake-shoes and the ring of the wheel R¹
will have performed the same movement, but idly, as the movement imparted to
the nut N has carried the brake-shoes still further away from the wheel. For
starting, the lever S' is moved in the opposite direction. The nut N¹ turns as
indicated by the dotted arrows, Figure 5, and presses the brake-shoes on to the
wheel R. Owing to the power stored up in the cylinder the sleeve B' with its
arms, brake-shoes and ring, turn from 62 towards b'. During practically the whole
of the movement the projections o² continue to bear upon the sectors M and upon
the projections n', but on arriving near 01 (close to the end of the piston-stroke),
they lose the support of the sectors M and projections n' which have been displaced
along with the nut. The ring Othen moves back and relieves the brakes, leaving
the wheel free to turn. By returning S₁ to its place the nut N' is also caused to
resume the position shown in the drawing and its bevelled forward projection slides
behind the projections o¹ of the ring O.
The devices on the other axle are arranged similarly to what has been shown in
Figure 4. As in this apparatus the nut N serves for stopping and the sectors M
for starting the vehicle, the latter are bevelled as shown in the drawing. It now
remains to explain how the levers S¹ S2 are operated and in what manner the
pawls II are raised in starting. In Figure 7 the dotted lines represent the wheels
and main parts of the floor of the car or carriage and the full lines the operating
mechanism secured to such floor. The apparatus arranged at both ends of the
vehicle are similar though not symmetrical.
TT are two vertical shafts provided with handles and arranged in the ordinary
manner, the lower ends of which form winches for the chains t¹ t² 3 1 which are
attached to the bell-crank levers U1 U2 pivotted at u¹ u².
1
One of the arms of each of the levers carries a pin upon which is set a
straight lever V1 V2 To the shorter arms of these levers are linked the
rods WW2 connected to the levers or beams S1 S2. To the longer arms are
linked the rods X' X2 connected to other levers 2 pivotted to the bar Z. The
upper end of the lever K of the pawls (Figure 6) during the movement of the
cylinder slides along this bar Z. A spring Z tends to move this bar Zaway from
the lever K. Two shafts Y₁ Y2 supported by bearings secured to the floor of the
vehicle are capable of arresting the operation of the levers S' S³ when they are
turned in such a manner that their teeth y¹ y² embrace them.
The operation of these devices is as follows;-
Supposing that the vehicle is moving from right to left, the lever S¹ should be
released and the lever S2 arrested while the axles A¹ A2 will continue to turn in
the usual way. To stop the vehicle the shaft T' is turned in the direction of the
hands of a clock, which through the medium of the chain 2 causes the lever U¹ to
turn in the same direction, the pivot v of the lever V₁ being thereby moved to the
left. The long arm of this lever cannot follow this movement since a stop a¹ on
the rod X abuts against a stop w¹ secured to the floor of the carriage.
But on the other hand the rod W is displaced from right to left and therefore
pushes the lever S₁ so as to apply the brakes to the wheels R2 and R and to
charge or store up power in the cylinder. For starting, the shaft T' is turned in
the opposite direction; the pivot then moves to the right carrying along with it
the rod W' and lever or beam S¹ thereby causing the brakes to be applied to the

page_text: wheels R R³. By further operating the shaft T', as the rod W' can advance no
further and serves as a point of support for the lever V1, the long arm of this
lever pushes the rod X' to the right which moves levers 2¹² and the bar Z to the
right and downwards and this bar pushes the lever K and thereby releases the
pawls I I. The piston D then starts on its inward stroke in the cylinder C and
sets the vehicle in motion.
In moving to the right the operation is the same, the corresponding parts of the
mechanism being simply arranged at the opposite end of the vehicle. The shape
and size of the parts may be varied so as to suit various types of vehicles. Certain
parts should in practice consist of a number of separate pieces, such for example as
the sleeves placed on the axles which in most cases will be composed of two parts
or sections suitably bolted together. These details have however been omitted
from the drawings to avoid confusion.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is;-
1. A power storing brake in which the power storing apparatus is connected by
means of inclined and crossed connecting rods or links to sleeves loose on the axles
connected with brake-shoes to be applied to the wheels to allow of transforming the
rotary movement of the latter into a rectilinear movement for the storing mechanism
or vice-versa substantially as described and illustrated in the accompanying
drawings.
2. In a power storing brake storing mechanism consisting of a closed cylinder in
the interior of which moves a piston in such manner as to create a vacuum at one
end and compress the air at the other end of the cylinder the piston rod being
connected to a frame sliding in guides fixed on the cylinder substantially as
described.
3. In a power storing brake such as claimed in Claim 1 a device for applying the
brake-shoes consisting of screw-threaded sleeves such as L segments nut and rings
such as M N and O connected by means of links P to pieces such as e fastened to
the brake shoes the device being operated by means of rods Q and q in connection
with the levers or beams S substantially as described and illustrated in the
accompanying drawings.
4. In a power storing brake such as claimed in the preceding claims means for
arresting the cylinder when power is stored therein consisting mainly of racks or a
rack frame such as H pawls I rods or links lever and rod such as i K and Z and
two levers such as for the purpose of pressing Z against the lever K in any
position of the cylinder substantially as described and illustrated in the
accompanying drawings.
5. In a power storing brake such as claimed in the preceding claims a device for
operating the brake consisting of a shaft T at each end of the vehicle provided
with a handle a lever such as U connected by two chains with the said shaft and
carrying a lever such as V connected to the rods W X substantially as described
and illustrated in the accompanying drawings.
6. The combination and arrangement of parts constituting the complete power-
storing brake apparatus substantially as described and illustrated in the
accompanying drawings.
Dated this 2nd day of July 1893
W. P. THOMPSON & BOULT,
Of London, Nottingham, Liverpool, and Manchester,
Agents for the Applicant.