US542397A - Wagon-brake - Google Patents

Description

3 Sheets-Sheet 1. W. SIVERD.

WAGON BRAKE.

(No Model.)

Patented July 9, 1895.

. INVENTOR ATTORNEYS WKTNESSES:

3 Skeete -Sheet 2. W. SIVERD.

(No Model.)

Rm 9 oo 9 y l H J Au e l n ,9 t .3 HP K A R B N 0 G A W 7 9 w 2 A 5 0 N INVENTOR mm ATTORNEYS 'WITNESSES:

am 4 e e h S w e e h S 3 D K BA BB V I .S m. WW

(No Model.)

No. 542,397. Patented July 9, 1895.

Um rno dra'rns ATENT \FFJIQEQ WILLIAM SIVERD, OF PORTAGEFILLE, NEW YORK.

WAG QN-BRAK E.

fiPECIFIGATION forming part of Letters Patent No. 542,397, dated July 9, 1895.

Application filed De 6, l.89fi. Serial No. 530,962. 7 (No model.) i

To all whom it may concern; 7

Be it known that'I, WILLIAM SIVERD, of Portageville, in the county of Wyoming, in the State of New York, have invented new and useful Improvements in Brakes, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

My invention relates to improvements in brakes, and has for its object the production.

of apractical device, which efliciently holds the vehicle to which it is applied, either when" ascending or descending a hill, and doesnot retard the backward movement of the vehicle when on level ground; and to this end it consists, essentially, in the general construction and arrangement of the component parts of bar above the spring for actuating the brake being shown by dotted lines for permitting a clear illustration of the underlying parts. Fig. 2 is a transverse vertical sectional view taken on line 2 2, Fig. 1. Fig. 3 is a detail sectional view taken on line 3 5, Fig. 1; and Figs. 4 and 5,are detail side elevations of the brake-shoes, the shaft for actuating thebrakeshoes, and the supports for said parts, the brake-shoe being shown in its operative position at Fig. 4 and in its inoperative position at Fig. 5.

My improved brake may obviously be used with any desired form of vehicle, and I have here shown the same as operatively secured to detached parts of the running-gear of a vehicle--viz., front and rear axles A A, rear wheels A A a reach A a tongue A and a doubletree or equalizingbar A The brakeshoes B B are of suitable form and construction and are arranged in the usual position in proximity to the front faces of the rear wheels A A and suitable grooves or guides b b are formed in their rear faces for receiving wearing-strips b bof wood or other simi- .down and having their upper extremities hinged and their lower extremities pivoted at B B to arms B B projecting from the front sides of the shoesB B. The upper extremities of the supports B B are preferably provided with lengthwise slots B B for receiving the opposite endsof a rocking spindle or shaft B which is mounted in bearings B B secured to a suitable cross-bar B supported beneath the vehicle-box. (Not necessary to'herein illustrate.) The upper extremities of the supports B B are thus free to move up and down and to swing upon the opposite ends of the rocking spindle or shaft B and it will be obvious that said shaft may be otherwise supported beneath the vehicle-box, especially if a low-down vehicle-box is used. It is unnecessary, however, to illustrate or describe any additional means of supporting said spindle or shaft, as the same forms no part of my present invention.

O O are stops for normally preventing theupward movement of the supports B B,

and when said supports are in their normal position, as clearly indicated at Figs. 1, 2, 3,

and 4, their lower extremities engage shoulders B B upon the inner sides of the supports B B and are provided with shoulders c c for engaging the front faces of the shoulders B B The upper ends of the stops 0 O are fixed to the -rocking' spindle or shaft B and a suitable counterweight B is secured to said spindle or shaft for normally forcing the same from its operative position, so that the stops 0 0 do not prevent upward movement of the supports B B. The upper extremity of a suitable spring B is connected tothe counterweight B for rocking the same from its.

operative position, so that the supports B B are prevented from upward movement, and the lower extremity of said spring is secured toa connection G, presently described. I also provide additional stops D D for holding the stops 0 O in their normal position, and, as clearly seen at Fig. 2, corresponding extremities of the stops I) D are mounted upon pivots d d, secured to supports (2 e,presently described, and the free extremities of said stops are movable in front of the stops 0 C, as clearly seen at Figs. 2 and 4.

In the practical use of my brake the forward movement of the vehicle causes a downward movement of the front faces of the rear wheels, and there is no liability whatever of the elevation of the brake-shoes. 0n the contrary, when the vehicle is moved backwardly on a level surface, the reverse movement of the front faces of the rear wheels tends to elevate the brake-shoes, and the peculiar construction of their supports permits of upward and forward-movement thereof, and there is noliability of retardment of such backward movement of the vehicle by the brake-shoes, which, as presently stated, are normally in operative engagement with the adjacent vehicle-wheels.

The stops D D; for preventing the automatic movement of. the stops 0 G and the consequent movement of the brake-shoes B B from their operative position, are only used when the vehicle is about to descend a hill having an icy or slippery surface, as experience has demonstrated that when the rear vehiclewheels strike such a surface the brake-shoes immediately tend to assume an inoperative position and cannot be returned to their normal position until the vehicle is at the foot of the hill. This undesirable result is thought to be due either to an acceleration of the momentum of the vehicle ora sudden decrease in the strain upon the parts produced by the operative engagement of the brake-shoes with the rear vehicle-wheels, since, as presently described, the brake-shoes are always engaged with the vehicle-wheels when the horses or other draft animals are not pulling forwardly with sufiicient force to separate said shoes from the adjacent wheels.

E is a shaft arranged beneath the plane of the rear axle A and having its opposite extremities journaled in supports a e, depending from the opposite extremities of the spindle or shaft B and arranged at the inner sides of the stops 0 C. A suitable spring E, of considerable tension, encircles one extremity of the shaft E, and one end thereof is secured to a tightening-wheel E and its opposite end to a clutch-section E fixed to the shaft E. A stop-dog E engages the tightening-wheel E for holding the same in its adjusted position. The spring E is tensioned by a lever e, having one end e detachably engaged with the shaft E and its immediate portion formed with a shoulder e for engaging the teeth of the wheel E and revolving said wheel in the direction indicated by arrow 1 at Fig. 4. A clutclrseotion E, loosely mounted on the shaft E, is arranged at one side of the clutch-section E and is normally engaged therewith by an open spiral spring E", which also operates to rotate the clutch-section E upon the shaft E until said clutch-section assumes its nhrmal position. Asnitabletightening-wheel E and a stop-dog E are used for producing and maintaining the desired tension of the spring E Suitable sleeves, not necessary to herein illustrate, may encircle the springs E E for protecting the same from mud.

F F are connections, having their rear ends secured to a substantially-fixed part of the vehicle, as its rear axle A, and having flexible front ends movable around the shaft E as the same is revolved. The arms 13 B of the brake-shoes B B are formed with front and rear shoulders B", arranged on opposite sides of the opposite extremities of the shaft E, and as the flexible ends of the connections F F are wound around said shaft the brake-shoes are forcibly drawn toward the rear wheels and their wearing-strips are positively engaged therewith.

The spring E constantly tends to unwind itself and to wind the flexible ends of the connections F F upon the shaft E, and consequently said spring operates to constantly force the brakeshoes into operative position. The brake-shoes are, however, drawn away from their operative position whenever the vehicle is moving forwardly by means of a suitable connection G, connected to the clutch-seetion E for rotating the same in the direction shown by arrow 2 at Fig. 3 or in a reverse di- 'rection to that indicated by arrow 1 at Fig. 4.

The rear extremity of theconnection Gis preferably wound upon the hub of the clutcl1-section E and its front extremity is connected to the doubletree A in any suitable manner, and said doubletree is so supported that it has a slight forward movement lengthwise of the tongue for permitting the withdrawal of the brake-shoes from operative position before the vehicle is moved forwardly. Asufiicient length of the connection G is wound upon the hub of the clutch-section to permit the desired adjustment of the length of the wagon-reaeh in the usual manner, and it will be obvious that if the reach is shortened a greater amount of the rear end of the connection G is wound upon said hub.

At Fig. 1 one of the links g of the connec tion G is formed with a slot g, extending in a plane substantially parallel with the line of draft, and the king-bolt a of the vehicle is passed through said slot and forms a guide for the connection G. The doubletree A is suitably guided in its movement and is connected to the front link of the connection G, and the front face of the doubletree is provided with a rounding bearing-face a, which is movable lengthwise of the tongue A into engagement with a corresponding face or stop a upon said tongue. When the vehicle is about to start the doubletree is drawn forwardly a sufficient distance to withdraw the brake-shoes from their operative position and then engages the face a upon the tongue A and the vehicle commences its forward movement.

It is frequently desirable to engage the ICC ' weight H brake-shoes with the vehicle-wheels when the vehicle is ascending a hill in order to rest the horses, and this result is also readily produced by my improved construction of brake. The

lower extremity of a lever I-I engages a flange E upon the inner face of the clutch-section Efland the upper extremity of said lever is mounted upon a rocking shaft h, and said shaft is provided with a depending lever hf, which is connected to one extremity of a reciprocating bar k mounted in any suitable bearing, as hisecnred to the end of the vehicle-box or to any other desired support. (Not illustrated.) The inner extremity of a lever h is hinged at 77, to the opposite end of the rod h and the outer end of the lever h is arranged beneath the rod 7L2 and is hinged at k to a shoeh movable in a circular guide h se- A suitable guard, not necessary to herein illustrate, may be used for protecting the shoe 71, from mud.

The forward movement of the rear wheeltends to depress the shoe If, and a suitable spring it forces the lever 72 toward the wheel As the rear wheel is moved in a reverse direc- A and holds the same in its guide it tion by slightly backing the vehicle when ascending a hill, the shoe h is elevated to its position indicated by dotted lines at Fig. 2,

and the outer end of the lever h is also elevated, and by means of the rod it forces the lever 'H to its position seen by dotted lines at Fig. 2, thereby disengaging the clutch-sections E E and permitting the spring E to force the brake-shoes to their operative position.

When the horses are backed slightly, after the brake-shoes have assumed their normal position, the spring E retracts the clutch-section '13, the connection G, and the doubletree A The lower extremity of the lever H is formed with a pivoted extremity H, the lower end of which engages the inner face of, -a flange E provided upon the clutch-section E and is held in said position by a counter- During the reverse movement of the clutch-section E the lower end of the pivoted extremity of the lever H, which fric- 'tionally engages the flange E of said clutch,

is forced rearwardly against the action of the counterweight H and assumes the position shown'by'dotted lines at Fig; 3. The clutchsection E is then free to' move into engagement with the clutch'section Eff, and the spring E produces such movement thereof.

As willbe readily understood upon reference' to the foregoing description and the ac companying drawings, the brake-shoes of my improved brake are normally'in engagement with the vehicle-wheels, but are withdrawn 'from their operative position as soon as the vehicle commences its forward movement. The brake-shoes are so supported that backward movement of the vehicle on a level plane is unretarded thereby, and when descending a hill said brake-shoes are normally forced to their operative position and are held from move its rear wheels reversely, and by a slight backing of the horses, after the brake-shoes have assumed their operative position and the vehicle is held thereby, the parts of the brake assume their normal position, and when again ascending the hill the brake-shoes are withdrawn from operative position.

The exact detail, construction, and arrange- -ment of the parts of my brake may be considerably varied without departingfrom the spirit of my invention.

Having-thus fully described my invention, What I claim as new, and desire to secure by Letters Patent, is

1 A Wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft and a spring for actuating-the shaft, substantially as andfor the purpose described.

2. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to itsoperative position, a connection between said substantially fixed part and the shafta spring for actuating the shaft, and a connection to the spring for forcing the same to its inoperative positio'n, substantially as and for the purpose specified.

3. A wagon brake comprisingabrake'shoe provided with a projecting arm, a guide for the arm, a substantially fixed part of the vehicle a revoluble shaft for forcing the brakeshoe to its operative position, and a connection between said substantially fixed part and the shaft substantially as and for the purpose set forth.

' 4. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle arranged at the rear of the brake-shoe, a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft provided with a flexible extremity movable around the shaft, and a spring for rotating the shaft, substantially as'and for the purpose d'escribed.

5. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehiclea revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft aspring for actuating the shaft provided with a clutch section, and a second clutch section detachably engaging the former sectionfor moving the same against the action of the spring and permitting independent movement thereof,

substantially as and for the purpose specified.

6. A wagon brake comprising a brake-shoe,

a substantially fixed part of the vehiclearevoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch detachably engaging the former section for moving the sameagainst the action of the spring and permitting inde pendent movement thereof, and a connection to the latter clutch section for forcing the same from its normal position, substantially as and for the purpose described.

7. A wagon brake co m prising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for -rnoving the same against the action of the spring and permitting independent movement thereof, and a spring for forcing the latter clutch section to its normal position, substantially as and for the purpose set forth.

8. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for moving the same against the action of the spring and permittingindependent movementthereof, aconnection to the latter clutch section for forcing the same from its normal position, and a spring for forcing the latter clutch section to its normal position, substantially as and for the purpose specified.

9. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shafta sprint, for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for moving the same against the action of the spring and permitting independent movement thereof, and means for disengaging the clutch sections, substantially as and for the purpose described.

10. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for moving the same against the action of the spring and permitting independent movement thereof, a guide connected to the rear wheel, a lever for disengaging the clutch sections, and a shoe movable in said guide and connected to the lever for actuating the same, substantially as and for the purpose set forth.

11. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachablyengaging the formersection for moving the same against the action of the spring and permitting i-ndependent movement thereof, a guide connected to the rear wheel, a lever for disengaging the clutch sections, a rectilinearly movable rod for actuating the lever, a shoe movable in the guide, and a lever having one extremity pivoted to the rod and its opposite extremity normally depressed beneath its former extremity and pivoted to the shoe, substantially as and for the purpose described.

1 2. A Wagon brake com prising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for moving the same against the action of. the spring and permitting independent movement thereof, a guide connected to the rear Wheel, a lever for disengaging the clutch sections, a rectilinearly movable rod for actuating the lever, a shoe movable in the guide, a lever having one extremity pivoted to the rod and its opposite extremity normally depressed beneath its former extremity and pivoted to the shoe, and a spring for forcing the latter lever to its normal position, substantially as and for the purpose specified.

13. A wagon brake com prising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft, a connection to the spring for forcing the same to its inoperative position, and a doubletree movable lengthwise of the line of draft and connected to said connection for actuating the same, substantially as and for the purpose set forth.

14:. A wagon brake comprisingabrake-shoe, a substantially fixed'part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft, a connection to the spring for forcing the same to its inoperative position, a doubletree movable lengthwise of the line of draft and connected to said conneetion for actuating the same, and a stop for limiting the movement of the doubletree, substantially as and for the purpose described.

1 5. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for moving the same against the action of the spring and permitting independent movement thereof, a connection to the latter clutch section for forcing 16. The combination With a vehicle havinga king bolt; of a wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brakeshoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft provided with a clutch section, a second clutch section detachably engaging the former section for moving the same against the action of the spring and permitting independent movement thereof, a connection to the latter clutch section for partially rotating the same having a slot registered with the king'bolt,a doubletree movable lengthwise of the line of draft and connected to said connection for actuating the same, and a stop for limiting the movement of the donbletree, substantially as and for the purpose specified.

1 7. A wagon brake comprising a brake-shoe,

a substantially fixed part of the vehicle a revolnble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a-spring for actuating the shaft, a support for the brake-shoe movable up and down and having its upper extremity hinged and its opposite extremity hinged to the front side of the brakeshoe, substantially as and for the purpose set forth. 18. Awagon brake comprisingabrake-shoe,

a substantially fixed part of the vehicle a revolnble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft, a support for the brake-shoe movable up and downand having its upper extremity hinged and its opposite extremity hinged to the front side of the brakeshoe, and a stop for preventing movement of said support, substantially as and for the purpose described.

19. A wagon brake comprising a brake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe to its operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft, a supporting spindle, a support for the brake-shoe movable up anddown and having its upper extremity hinged to said spindle and its opposite extremity hinged to the frontside of the brake-shoe, a stop for preventing movement of said support, and a counterbalance for automatically forcing the stop from operative position, substantially as and for the purpose specified.

20. A wagon brake comprising abrake-shoe, a substantially fixed part of the vehicle a revoluble shaft for forcing the brake-shoe toits operative position, a connection between said substantially fixed part and the shaft a spring for actuating the shaft, a supporting spindle, a support for the brake-shoe movable up and down and having its upper extremity hinged to said spindle and its opposite extremity hinged'to the front side of the brake-shoe, a stop for preventing movement of said support, a counterbalance for automatically forcing the stop from operative position, and a second stop for preventing operation of the counterbalance, substantially as and for the purpose described.

In testimony whereof I have hereunto signed my name, in the presence of two attesting witnesses, at Nunda, in the county of Livingston, in the State of New York, this 20th day of November, 1894.

WILLIAM SIVERD.

Witnesses:

JOHN C. ROBERTS, DAVID M. ROBERTS.

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