US849682A

US849682A - Vehicle-brake.

Info

Publication number: US849682A
Application number: US33057506A
Authority: US
Inventors: William E Heavlin; Clifford S Heavlin
Original assignee: Individual
Current assignee: Individual
Priority date: 1906-08-14
Filing date: 1906-08-14
Publication date: 1907-04-09
Anticipated expiration: 1924-04-09

Description

No. 849,682. PATENTED APR. 9, 1907. W. E. & 0. s HEAVLIN. VEHICLE BRAKE.

APPLICATION FILED AUG.14,1906.

UN TTED STATES PATET OFFICE.

WILLIAM E. HEAVLIN AND CLIFFORD S. HEAVLIN, OF BOWERSTON, OHIO.

VEHICLE-BRAKE.

Specification of Letters Patent.

Patented April 9, 1907.

To all whom it may concern:

Be it known that we, \VILLIAM E. HEAVLIN and CLIFFORD S. I'IEAVLIN, citizens of the United States, residing at Bowerston, in the county of Harrison and State of Ohio, have invented certain new and useful Improvements in Vehicle-Brakes, of which the following is a specification.

This invention appertains to brake mechanism for vehicles having the body connected with the running-gear by means of front and rear springs, or in such a manner as to admit of a relative longitudinal movement of the body and running-gear when descending 'rade, so that advantage may be taken of the orward movement of the vehicle-body to more firmly set the brakes proportionately to the inclination or pitch of the grade.

The invention is specially adapted for light road-vehicles-such as surreys, buggies, and the like-in which the body is connected with the running-gear by means of light springs in a way to admit of relative longitudinal movement of the body according as the vehicle ascends or descends grade.

For a full description of the invention and the merits thereof and also to acquire a knowledge of the details of construction of the means for effecting the result reference is to be had to the following description and accompanying drawings.

While the invention may be adapted to different forms and conditions by changes in the structure and minor details without departing from the spirit or essential features thereof, still the preferred embodiment is shown in the accompanying drawings, in which Figure 1 is a view of a vehicle inverted and showing the same equipped with brake mechanism constructed in accordance with the invention. Fig. 2 is a side view of the vehicle having parts broken away to show more clearly the relative arrangement of the co operating brake elements. Fig. 3 is a detail perspective view of a portion of the brakebeam and operating-rod, the latter being disconnected from the arm of the beam. Fig. 41 is a sectional view of a brake-block, showing the manner of maintaining the same upon an arm of the brake-beam. Fig. 5 is an end view of the brake-beam and adjunctive parts on a larger scale.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

The vehicle shown is illustrative of the type for which the invention is designed, the body 1 being mounted with reference to the rimming-gear so as to receive a limited longitudinal play. The running-gear comprises front axle 2, rear axle 3, reach i, front spring 5, and rear spring 6. The front and rear springs 5 and 6 may be of bow form or other type and are designed to yield laterally, as well as vertically, whereby the body 1 is adapted to receive a limited longitudinal movement when the vehicle is on a grade.

The brake-beam is of arch form and comprises a horizontal rod 7 and crank-arms 8 at opposite ends, upon which are mounted the brakeshoes. The brake-beam is connected to the vehicle-body in any desired and accustomed manner to admit of its turning accord ing as the brakes are applied or released. As shown,'clips 9 of U form connect the brakebeam to the bottom of the vehicle-body and receive the horizontal portion thereof in their lower closed ends. An arm 10 projects from the rod 7 and is rigid therewith and has the operating-rod 11 pivotally connected thereto. The point of connection of the rod 11 with the arm 10 is at a less distance from the axis of the brake-beam than the crank-arms 8, upon which the brakeshoes are mounted, this being of especial importance in the efficiency of the brake, particularly when utilizing the relative forward movement of the vehicle-body to automatically set the brakes, as when descending a grade.

A brake-setting lever 12 is mounted upon the rnnninggear at the most convenient position and is connected with the arm 10 of the brake-beam by means of the operating rod 11. As indicated in the drawings, the lever 12 is arranged near the front of the vehicle and is fnlcrnined at 13 upon the reach 4 or an extension thereof. A toothed bar 14 is likewise attached to the running-gear and cooperates with the lever 12 to hold the same in the desired position. It will thus be understood that the front portion of the op crating-rod 11 is directly connected with the running-gear, whereas the rear end is connected with the brake-beam mounted upon the vehicle-body. hen the vehicle descends grade and the body moves forward.

the brake-beam is slightly rocked, thereby applying the brake with a force depending upon the inclination or pitch of the grade and the load carried by the vehicle-body. As shown most clearly in Figs. 2 and 5, the point of connection 15 between the operating-rod 11 and the arm 10 remains fixed, whereas the horizontal portion 7 of the brakebeam moves forward with the vehiclebody, thereby causing the brake-beam to rock or move so as to throw its crank-arms rearward and bring the brake-shoes in contact or cause them to bear with a greater pressure upon the rear wheels 16. When the vehicle reaches level ground or an upgrade, the vehicle-body assumes a normal positionthat is, moves rearward-thereby releasing the brakes. In this connection it is to be understood that the operating-rod 11 acts by comvpressive force rather than pulling force, hence should be suficiently stout to resist the pushing or compressive force imposed thereon when the vehicle-body moves forward so as to set the brakes more firmly when the vehicle is descending a grade. The lever 12 preferably extends through a slot 17 in the bottom of the vehicle-body, near the front end thereof so as to be pressed for- Ward by the foot of the driver when required.

The brake-block 18 of each brake-shoe is loosely mounted upon the crank-arm 8 of the brake-beam so as to turn slightly thereon and adapt itself to the relative position of the crank-arm and wheel as the brake is ap plied. As shown in Fig. 4, the outer end of the crank-arm is reduced, a shoulder 19 being provided at the inner end of .the reduced .part and forming a stop to limit the inward movement of thebrake-shoe, the latter being held in place by means of a nut 20. A spring 21 encircles a portion of the crank arm and has its opposite ends in positive engagement with the crank-arm and the brakeshoe, soas to hold the latter in a given position and admit of the brake-shoe turning to adapt itself to the relative inclination of the crank-arm when setting the brakes. The spring 21 is preferably let into a recess 22, formed in a side of the brake-block, whereby it is housed and prevented from collecting mud and other foreign matter.

It will be observed that the operating-rod 11 has its point of connection 15 with the arm 10 nearer the horizontal portion 7 of the brake-beam than the part of the crank-arm upon which the brake-shoe is mounted. This arrangement is preferred, since in practice it gives the best results in application of the brakes by a relative forward movement of the vehicle-body. It is to be understood that the movement of the body with reference to the running-gear is comparatively slight and is due entirely to the lateral yieldin of the springs caused by the weight of the ve 'cle-body when on a grade. In order to utilize this movement to automatically set the brakes, the driver upon approaching a downgrade sets the brakes lightly and locks the lever by means of the toothed or notched bar 14. As the vehicle enters upon the downgrade and the vehicle-body moves forward the brake-beam correspondingly moves therewith; but the front end of the operating-rod 11 being fixed to the running-gear and being held stationary the pivot connection 15 between the rear end of said operating-rod and the arm 10 likewise remains stationary and the brake-beam turns upon the point 15, with the result that the crank-arms 8 and brake-shoes are thrown rearward, thereby applying the brake with a greater degree of pressure proportionate to the pitch of the grade and the load.

Having thus described the invention, what is claimed as new is In a vehicle, the combination of runninggear comprising frontand rear axles, a reach connecting the said axles, and front and rear springs mounted upon the respective axles, a body mounted upon the said springs and having a limited longitudinal play with reference to the running-gear and both axles thereof, a brake-beam mounted in bearings upon the vehicle-body and having terminal crank-arms provided with brake-shoes arranged to bear against the wheels and provided withan intermediate arm of less length than said crankarms, a brake-setting lever mounted upon the running-gear, means for locking said lever to the running-gear in an adjusted position, and a rigid operating-rod attached at one end to the brake-setting lever and having connection at the opposite end with the said intermediate arm of the brake-beam, the parts being arranged to operate substantially in the manner specified.

In testimony whereof we aflix our signatures in presence of two witnesses.

IVILLIAM E. HEAVLIN. [L.S.]

CLIFFORD S. HEAV'LIN. I L.S.]

Witnesses:

E. S. MILLER,

J. F. RoBY.