USRE14155E - morton - Google Patents

Description

H. S. MORTON.

AUTQMOBHE BRAKE ACTUATING MECHANISM.

APPLICATION FILED JAN. HI 1915.

Reissued June 20, 1916.

H. S. MORTON.

AUTOMOBILE BRAK'E ACTUATING MECHANISM.

APPLICATION FILED 1AN.H.1915.

Reissued June 20, 1916. 1 4:, 1 55 4 SHEETS-SHEET 2.

Mfn'esSeJ 15706 77 ("0 7" H. S. MORTON.

AUTOMOBILE BRAKE ACTUATING MECHANISM.

APPLICATION FILED JAN. 11. I915.

Reisued June 20, 1916.

H. S. MORTON.

AUTOMOBILE BRAKE ACTUATING MECHANISM.

Reissued J 11116 20, 1916.

APPLICATION FILED JAN-11,1915.

[770677/071- Harald S jfarforz movements of I invention will appear HAROLD S. MORTON,

OF MINNEAPOLIS, MINNESOTA, ASSIGNOR TO MORTON BRAKE COMPANY, OF MINNEAPOLIS, MINNESOTA, A CORPORATION OF MINNESOTA.

AUTOMOBILE BRAKE-AGTUA'I'ING MECHANISM.

14,155. Original No. 1,104,066, dated July 21, 1914, Serial Specification of Reissued Letters Patent. Reissued June 20, 1916. No. 735,633. Application for reissue filed January 11,

1915. Serial No. 1,688.

To all whom it may concern:

Be it knownthat I, HAROLD S. MORTON, a citizen of the United States, residing at Minneapolis, in the'county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Automobile Brake-Actuating Mechanism; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates generally to brake mechanism for wheel vehicles, but is especially directed to the provision, of an improved brake mechanism for'automobiles.

More specifically stated, this invention has for its especial object the provision of a simple and efficient brake mechanism whereby the brake power may be simultaneously applied to all four wheels ofan automobile or motor propelled vehicle, with the brake setting action properly proportionedj-between the front and rear wheels and without interfering with the steerin the front wheels. This is accomplished particularly by the provision ofequalizing bars having direct conneciion from their ends with the brake-applying mechanism and each of said bars being connected at the center thereof with a system of. equalizing levers.

The'full objects and advantages of my in connection with the detailed description thereof and are particularly pointed out in the claims.

In the drawings, illustrating the application of my invention in one form,-Fig

ure 1 is a plan view showing the improved brake mechanism applied to the chassis of some parts being broken being sectioned; Fig.

an automobile, away and some parts 2 is a fragmentary view in vertical longitudinal section taken approximately on the line 02 00 on Fig. 1, some parts being shown in diagram and some parts Fig. 3 is an enlarged vertical approximately some parts being being removed; section taken on the line m m on Fig. 1, shown in full; Fig. 4 is a horizontal section taken approximately on the line as m on Fig. 3; and Fig. 5 is a side elevation of the parts shown in Fig. 4, some parts being broken away and some parts being sectioned on various different section lines. 7

Of the standard parts of the chassis or running gear, the numeral'l indicates the framework, the numeral 2 the rear axle,

the numeral 3 the rear wheels, the numeral 4: the front axle having the pivoted knuckles 5, and the numeral .6 the front wheels. The hubs 3 and 5 of the rear and front wheels, respectively, are journaled way upon the trunnions of the knuckles 5, and all of these hubs, in this preferred arrangement, are provided with brake drums 7 having laterally projecting cylindrical flanges. I

The ends of the rear axle 2 in the one instance, and the knuckles 5 of the front axle 4 in the other instance, are formed with disk-like flanges 8 that close the open inner sides of the brake drums 7. Working within each brake drum tothe corresponding knuckle flange 8, is a circumferentially expansible split brake band 9, the outer face of which is preferably provided with the usual leather, wood fiber or other pliable covering 10, for direct engagement of the inner surface of the co 7 and anchored in the customary operating brake drum. Pivoted to each knuckle flange 8 is a flattened head 11 that works between the ends of the brake band 9 and the projecting shaft or stem 12 of which has an arm 13 located inward of the cooperating drum 7 and knuckle flange 8. The brake band is expanded into contact with the cooperating brake drum, by pivotal movement of the flattened head 11, this being a well known form of friction brake or clutch. 1

The arms 13 of the rear wheel brakes extend upward. as shown in Fig. 2, but the arms 13 of the front wheel brakes extend radially inward, in respect to the cooperating brake drums, and terminate in spherical heads 14 having their centers located apthe wheel hubs and of the alined vertical axes of the journals 4* that pivotally connect the knuckles 5 to the front axle 4. I

Journaled in suitable bearings 15 on the end portions of the front axleet, are short horizontal shafts 16 having at their inner ends upwardly extended arms 17 and having at their outer ends arms 18 terminating in spherical heads 19 having their centers located approximately on the vertically projected line of the said knuckle journals 4. The said elements 16, 17 and'18, in effect, constitute bell cranks. The spherical heads 14 and 19 of the cotiperating arms 13- and 18 are connected by adjustable links 20 having sockets 21 that directly engage with the said heads 14 and 19. The sockets 21 and the heads 14 and 19 alford joints having limited universal movements, and inasmuch said joints are located approximately in line with the vertical axes of the steering knuckles 5, it is evident that horizontal oscillatory movements of the said knuckles required to steer the machine", will not Inaterially change the operative relation of the said connections. The centers of the heads 14 and 19, in the brake setting movements, of course, move on the arcs of circles, but their movements do not deviate much from the vertical line of the axes of the said trunnions 41:. The universal joints readily take care of all such-slight deviation. By reference particularly to Fig. 5, it will be noted that the link 20 has a swivel connection at 20, which relieves the link and other parts from torsional strains due to the steering movements imparted to the knuckles and front Wheels.

In the arrangement illustrated, the four brakes are arranged to be simultaneously set from a common operating lever, as shown, in the form of a primary lever 22, secured to the transverse shaft 23', supported by the framework 1, and provided with a foot lever 24 that terminates above the foot board 25 of the vehicle body, a fragment of which is shown in Fig. 2. The free lower end of the lever 22 is pivoted to the lower end of a secondary lever 26. The free upper end of thelever 26 is connected by a rod-27 to the intermediate portion of a rear equalizing lever 28, whileithe intermediate tion of said lever 26, is 29 to the intermediate equalizing lever 30.

por-

- equalizing lever 28 are connected by rods wardly extended arms 17 the rear brake levers the front equalizing by rods 32 to the upof the so-called 31 to the upper ends of 13, while the ends of lever 30 are connected bell cranks 16-17 and 18.-

In Fig. 1, the numeral 33 indicates a cross bar which connects the steering knuckles short longitudinally" as the centers of the Y about equal force both projected the rear equalizing lever connected by a rodportion of a front lhe ends of the rear So far as this invention is concerned, the

rear traction wheels may be driven by any suitable transmission mechanism, but in Fig. 1, I have diagrammatically indicated a gear and shaft casing 34 connected to the casing of the rear axle 2 and adapted for use in connection with a gear drive. As is evident, with the arrangement shown, when the foot is placed on the foot lever 24, and the upper end of this lever is Ward, all four of the brake bands 9 will be expanded and the brakes of all four wheels will be simultaneously set with the adjustment of levers and connecting rods shown in the drawings and best indicated in Fig. 2, the braking power will be applied with the rear wheels. front and rear wheels should, however, be proportioned as nearly as practicable to the load carried thereon, and frequently, it will be desirable therefore to apply considerably greater brake. setting force to the rear wheels than to the front wheels. This adjustment may he provided for in different to the front and to The braking power on the pressed forways, but as showml have for this purpose Y provided a s'o-called secondary lever 26 with vertically spaced perforations 26, in any one of which the pin which connects said lever to the rod 29 may be inserted, at will. It is, of course, obvious that the front equalizing lever 30 equally distributes the brake setting force between the front wheels while 28 equally disforce between the is arrangement for sithe brakes of all four the best possible distributes the brake setting rear wheels. By th' multaneously setting wheels of the vehicle tribution of the brake-setting power is accomplished, and it is thereby made possible to bring the vehicle to a stop within the shortest possible distance after setting the brake, and this, too, without causing any of the wheels to slide. As a further result of this, therefore, a minimum wear on the tires, due to setting of the brakes, is effected.

I claim:

1. The combination with a four-wheeled vehicle and individual hrakin arms and brake bands applied-toeach o the wheels thereof, of means for simultaneously actuating all of said-brake hands so that the power applied will bev properly proportioned among the several brakes according to. the V braking action required, actuating lever pivotally adapted to be comprising an mounted operated by the plane vertical with respect to the wheel.

link connected at one said lever base. of the vehicle,

end with and also operative in and; driver in a" a vertical plane, an equalizing lever on each side of said link extending transversely of the frame of the vehicle each of said equalizing levers having operative connection with the link at different points along the length thereof, and means'operatively con-v neeting the equalizing lever to the several brakes.

2. The combination with a four-wheeled vehicle and individual braking arms and brake bands applied to each of the wheels thereof, of means for simultaneously operating all of said brake bands so that the power will be properly proportioned among the several brakes according to the braking action required, comprising a primary brakeactuating lever pivotally mounted and adapted to be operated by the driver in a plane vertical with respect to the wheel base of the vehicle, a secondary brake-actuating'lever having one end pivoted to one'end of said primary lever, front and rear equalizing levers, operative connections from the respective ends of said equalizing levers to the corresponding front and rear brake bands, a member operativelyeonnecting the intermediate portions of one of said equalizmg levers to the intermediate portion of said secondary brake-actuating lever, and' another member operatively connecting the free end of the latter to the intermediate portion of the other equalizing lever.

' 3. The combination with a four-wheeled vehicle having steering knuckles with the front wheels journaled on said knuckles, of individual brakes applied to the hubs of all four wheels, and means for simultaneously setting all of the said brakes, comprising front and rear equalizing levers, the rods connecting the ends of said front and rear equalizing levers, respectively, to the front and rear brakes, the said front brake connections including swivel joints located approximately in line with the vertical axes of the knuckle pivots, a primary brake actuating lever, a,

secondary brake actuating lever pivotally connected at one end to one end of said primary lever, a rod connecting one end of said secondary lever to the intermediate portion of one of said equalizing levers, and a rod connecting the intermediate portion of said secondary lever to the intermediate portion of the other equalizing lever.

a. The combination with the front wheel axle having a forked end and spindles secured to and extending outwardly from the members of said forked end, of a steering knuckle having portions extended to 'the outside of said forked ends and journaled upon the spindles, a wheel having its hub journaled (in said steering knuckle, a brake drum fast on said Wheel hub, a brake band fast on the steering knuckle and within but normally out of engagement with said brake drum, and means supported by the axle and including a floating connector member positioned between the ends of the axle fork in the line of said spindles operable when the drum and band are in any position relative to the axle by reason of oscillation of said steeringknuckle to cause the brake band to engage the drum.

5. The combination with the front wheel axlehaving a forked end and spindles secured to and extending outwardly from the members of said forked end, of a steering knuckle having portions extended to the outside of said forked ends and journaled upon the spindles a wheel having its hub journaled on said steering knuckle,a brake drum fast o'nsaid-wheel hub, a brake band fast on the steering knuckle and within but normally out of engagement with said brake drum, and means supported by the axle and operable when the drum and band are in any position relative to the axle by reason of oscillation of said steering knuckle to cause the brake band to engage the drum, said brake band moving means including a link floating-between the forked ends of'the axle and extending substantially in the line of said spindles.

6. The combination with the forked end of a front wheel axle and spindles secured to andextending outwardly from the members of said forked end, of a steering knuckle having portions extended to the outside of said forked ends and journaled upon the spindles, a wheel having its hub journaled on said steering knuckle, a brake drum fast on said wheel hub, a brake band fast on the steering knuckle and within but normally out of engagement with said brake drum, means for actuating the brake band comprising a member journaled on the steering knuckle having an arm, a member journaled on the axle having an arm, the ends of said axle fork, and a link connecting said ends and extending substantially in the line of said spindles.

arms extending into. the space between the 7. The combination with the forked end drum, means for actuating the brake band comprising a member journaled on the steering knuckle having an arm, a member journaled on the axle having an arm, the ends of said arms extending into the space between the axle fork, and a link connecting said ends and extending substantially in the line of said spindles, said link being formed in two sections having a swiveling connection to permit relative axial movement of the sections and eah section. being connected t0 its corresponding arm by a ball= mul-socket jointa In tesfimony whereof I have hereunto affixed my signature in the presence of two Witnesses.

. HAROLD S. MORTON. VVimesses:

F. A. WHITELmz' H A. BOWMAN.

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