Improvements in or relating to Vehicular Brakes whereby the Propelling Power is Economized.
Year: 1895

page_text: Date of Application, 30th Aug., 1895-Accepted, 23rd Nov., 1895
COMPLETE SPECIFICATION.
Improvements in or relating to Vehicular Brakes whereby the
Propelling Power is Economized.
I, GEORGE QUICK, of 168 Ashville Road, Leytonstone, in the County of Essex,
Inventor 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 :-
This invention is designed to perform the two-fold function of a brake and
gatherer of momentum: it affords the means of retarding or stopping a moving
vehicle, and restarting the same with the aid of recovered energy. It is, in fact, a
further development of the device described and shown in the Specification
No. 24743 A.D. '94.
The accompanying six sheets of drawings illustrate the several modifications of
this improved device. It is applicable to all description of wheeled vehicles,
including cycles, tricycles and similar machines; but its effectiveness will be
specially manifested in application to rail trains and tram-cars.
It is to be understood that in different views of the same parts, the like reference
figures and letters are used; and that throughout the drawings the arrows indicate
how the wheels turn when the annaratus is brought into action.
Fig. 1, Sheet 1, is a side view, showing the general arrangement of the wheel-
work in connection with the axle, X. Thereon are fixed the wheels J" and "
(the latter omitted with section of the wheel B), which are shown in profile at
Fig. 3, a plan view on an enlarged scale.
The large wheel B (the re-starting or retroactive) turns freely on the axle, and
At Fig. 2 is
is fitted with ratchets, which engage with 6 when the brake is on.
shown a facial view of said wheel, with the ratchets thereon, as out of action.
Z is the axie-framing, supporting the arbor a (Fig. 10, Sheet 4); also the
train of wheels A', C, A and A, and the small intermediate pinion J.
The arbor supports the drum C', which confines a coiled spring of adequate
strength.
Said drum is formed with two axial extensions, upon one of which are fixed the
wheels A and C. But the wheel J¹ turns freely on the other, whilst out of
engagement with the contiguous slider S. This is formed with a pair of nozzles
(Fig. 10), and is held in position by anti-friction rollers on C¹: it is really the key
of the spring drum or barrel.
Fig. 10, Sheet 4, is an end view of same, on an enlarged scale, and shows plainly
said rollers, together with a third one, J, projecting from the hub of the wheel J.
The sliding key (S) is controlled by the bell-crank lever G (Fig. 3), which is
pivotted within a bracket extending inward from the framing Z. The inner arm
of G is forked, and passes over the neck of S".
S' is a small spring attached to Z, and also to the extremity of the outer arm of
said lever.
is a stronger spring, also attached to the same, and to the controlling cord or
chain Q, as explained and shown in the preceding Specification.

page_text: In brake application the device operates in the following manner, viz. :-
When the spring a ceases to dominate the lever G (on the slackening of the
controlling cord Q, as explained in the Specification aforesaid), the other spring (S')
in contracting, draws forward the same; and so presses outward the sliding key.
This instantly engages, through either nozzle, with the projecting roller Jon J¹.
which (be it observed) is in continuous motion with the axle X', as the wheels J¹ Jui
and J form the brake train. The wheel J¹ now carries round the key (S"), and
so winds the drum, the internal spring of which affording the necessary brake
resistance.
In the present instance, let it be granted, it takes ten revolutions of the drum to
fully wind up said spring. Therefore, the wheel J', now practically affixed thereto
by means of the engaging slider or key, must revolve as many times to complete the
maximum of recovered momentum. Now, taking J¹ as three times larger than J",
the latter will necessarily revolve thirty times during the full winding up. I take
the track wheels on X as forty inches in diameter, and so get ten feet per
revolution. Therefore, the brake play or action will be, with said gearing,
300 feet, or 100 yards. (This, I consider, will suffice for ordinary
service, but any other suitable gearing, to make said play more or less, may be
readily adopted.)
10 x 30: -
For express service. the slider should be fashioned with but one nozzle, as
otherwise the high velocity of the wheel J¹ might occasion some hitch in the.
effectual operation of the key.
When the drum is fully wound, the mechanism is arrested by the stop on the
wheel A (Fig. 2) coming into contact with the upper end of the shoulder A on the
framing Z. The axle X is likewise arrested (and with it of course the track
wheels thereon), as the J train of wheels become fixed. The axle wheels will now
skid, if any momentum still remain in the carriage; and such residuum will be
dissipated or destroyed, as by an ordinary brake appliance.
When the sliding key is withdrawn (by the shortening of the cord Q, as explained
in said foregoing Specification) the motion of the drum is at once reversed; as is
also that of the wheel B, through the like operation of the cog C". B, being now
in engagement with the ratchet-wheel 6" (the shoulder O on the inner side of the
wheel A' having ceased to hold up the ratchets, through the turning of the wheels),
at the same time takes round the axle X with the force of the drum's recoil.
Thus the recovered momentum is released and restored to the vehicle.
The function of the A¹ train is to take B's ratchets from off 6" when the drum is
unwound and the brake off, as shown at Fig. 2. The apparatus is then free of the
axle, saving engagement with the (now) free wheel B (remaining at rest), and the
fixed wheel J engaging with the free wheels J and J.
The wheel A will, by means of the intermediate wheelwork, turn but once,
whilst B performs five revolutions. The latter being twice the size of the cog (",
the recovered energy is necessarily restored to the carriage in five turns of the
track wheels, or fifty feet; although the train may cover, during the gathering up
of its momentum, one hundred yards, as already explained.
The intermediate cogs C, A and A, may be dispensed with by having the
wheel A ten times larger than the cog A. This would certainly be a more
simple arrangement; but, on the other hand, such enlargement of the wheel A'
would mar the compactness of the apparatus, and so render awkward the encasing
thereof, to ensure protection against dust or external violence.
By this particular gearing, the brake action is very gradual, yet efficient; whilst
the force so recovered is returned to operate over comparatively so short a
distance; in other words, to overcome the eis mert of the vehicle.
When the drum is fully wound the stop f, as already intimated, will he above,
and pressing against, the shoulder A; whilst the ratchets on B will be corrt-
spondingly lower, with one in actual engagement with the wheel 61 (thus avoiding
any shock or concussion on release of sail drum), in readiness to transmit thereby
the stored-up momentum to the axle X'.

page_text: In furnishing a train of carriages with the maximum of brake power, according
to this invention, every axle throughout should be fitted with such apparatus :
moreover, it will be advantageous to have the axles of the tender, besides those of
the engine's small wheels, so fitted. And the mechanism should be enclosed in a
casing, as above intimated.

page_text: in conjunction with the ratchet wheel, are, as already shown, the means
of restoring to the vehicle the recovered momentum after application of the
brake.
In this particular modification, the sliding key (S") is furnished with a
projecting roller (an end view of which is shown at Fig. 9), instead of a nozzle or
nozzles ; whilst the contiguous cog J¹ is formed with two corresponding
projections, J, in place of the engaging roller. When said key is pressed forward,
it becomes at once engaged with either; and is so carried round by the cog J¹;
thus causing the spring drum to perform the office of a brake.
Fig. 8 shows how the latter and the wheel B are relatively placed when
the brake is off and the drum unwound. It will be seen thereby that the
spinals N, (the back spurs) of the ratchets, in impinging against the periphery of
said drum, throw them out of action; and so they remain, until the wheel B turus
in the direction of the arrow thereon, as the cog J', engaging with the advanced
key, winds the spring.
The stop on the face of B presses against the drum when that is unwound;
and answers a double purpose: it so determines the normal position of the
wheel B, as shown; and likewise prevents any over-winding of the spring, or
further movement of the track wheel after completion of a full charge
of momentum, as explained in the preceding case.
The parallel rods G and G¹ are racked, and in mutual engagement through the
small intermediate pinion at y on Z. Z and Zare right-angle extensions of
the arms Z, as shown more plainly at Fig. 8: their extremities are formed with
apertures, through which pass the adjustable rods:
The right extremity of the rod G₁ is hent and forked, so as to pass
the neck of the contiguous slider; whilst the other (G) is alike fashioned, and
controls the corresponding one. On the former there is a small contracting
spring, S, attaching it to the framing at the point y. There is also, on the left
side, a projecting loop, through which passes the lower extremity of the lever h,
which is pivotted at the point g. The upper part of said lever forms the handle,
by which the device is manipulated.
x is a comparatively strong spring connecting with the framing Z; it causes
the said lever to press the rod G₁t the right ( being stronger than S¹), so
that the forked terminals of the parallel rods hold back-out of action their
respective sliders.
The following is the manner in which the apparatus works, viz. :-
The handle h, being pressed inward, as shown by dotted line, its lower extremity
ceases to press against the loop on the rod G. The spring St, being now at liberty
to contract, at once draws said rod as far to the left as the slider with which it is
engaged will go. At the same time the fellow rod (G), through the rack-and-
panion connection, performs a counter movement: and this both sliders are simul-
Taneously brought into action. The wheels J' now turn same, and so wind up the
springs which, in acquiring the force of the vehicle's momentum, cause retardation
or complete stoppage, as the manipulator may desire.
;
To restore such momentum, the lever is let go; whereupon it is at once
brought into its normal position by the contractile force of the spring c. The
parallel rods are now actuated, the spring S₁ being outstretched as before, and as
hown in the drawing (Fig. 7). The sliders are simultaneously withdrawn, and
the drums revolve the reverse way, as their internal springs uncoil. At the same.
time the cogs C" turn their respective wheels, B, which, being already in engage-
ment with the hub cogs 61, turn or actuate the rear wheels with the united force of
the drum's recoil-the recovered momentum.
I wish it to be observed that according to the principle of the contrivance-the
gradual winding up of a spring or springs of adequate strength, this form of brake
cannot possibly be violently applied. Nor is it the less effective, seeing that when
the drums are fully wound, the wheels become locked, or practically so, as already
explained and shown.

page_text: At Fig. 14, Sheet 6, is shown a modification of the device, as applied to a cycle.
Fig. 11, Sheet 5, on an enlarged scale, is a front view thereof, so applied.
Fig. 12 is a side view of same, on same scale.
X is the crank axle supported within the framing Z, which should be forked for
that purpose.
On said axle are the wheels B and 11, together with the cog J". The two
latter may be united, so as to form a duplex wheel, as shown more clearly at
Fig. 15; but must of course be affixed to, or form part of, the axle X; whilst the
pinion Joccupies relatively the same position as in the preceding instance.
The arbor, supporting the spring barrel, sliding key (S"), and loose cog J¹, is
fixed beneath said axle, within an extension of the fork. The cog C" may be
affixed to, or formed on, the inner side of the barrel C¹.
The cog J should be fashioned with two facial rollers; and the slider with one
nozzle, as shown at Fig. 11.
Fig. 15 is a front view of the wheel B, showing the ratchets thereon as out of
action, with the drum or barrel unwound. The stop fon and near the periphery
of B, in pressing against the shoulder of the projecting piece O¹ on the framing Z,
holds said wheel in its normal position, as represented: it also prevents over-
winding, as already explained. The crescent-shaped terminal of O¹ governs the
ratchets (by depressing the spinal, or back spur, of one and pushing back that of
the other), holding them from off the wheel 6", when the apparatus is out of
action, as represented in the drawing.
The lever G, Fig. 11, forks over the neck of the slider, and is pivotted above X
at the point g to the framing Z. Its short upper arm is in rod connection, ', with
the lever h, which affords the means of control.
The wheel B should be relatively four times larger than the small cog (C") on
the barrel while the latter should require the same number of full turns to wind
up its internal spring. The brake wheels J¹ and Ju should be the same in size.
With this gearing the axle X must revolve four times to fully wind the barrel C':
this is the brake scope or play; whilst the re-starting or retroactive wheel (B) will
turn but once to restore the recovered momentum.
For general application this gearing will be preferable; although any other, to.
render said play more or less, may be easily adopted.
In applying the brake, the lever is pressed forward, as indicated by dotted
line, so that the lower one, G, is actuated, and the sliding key (S) so brought into
engagement with the brake cogs J', J and J". These (which necessarily always
revolve with the crank axle X), by means of said key, transmit the force of the
machine's momentum to the spring barrel; and so effect the desired end.
In taking off the brake, or, what is same, restoring said momentum (minus of
course what is unavoidably lost through friction in the transmitting mechanism),
the lever his brought back as before the switch G withdraws the key (S") from
engagement with the brake cog, J. The barrel turns the reverse way; whilst
the cog thereon turns B (the re-starting wheel) also the reverse way; so that
the crank axle (X) is actuated by the force of C's recoil, resulting from the
accumulated momentum.
And thus may be economized, notwithstanding repeated application of the
brake, whatever propelling force is imparted to a vehicle.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what mauner the same is to be performed I declare that what I
claim is :-
First. The novel arrangement generally of an improved apparatus, capable of
extracting and retaining the momentum of a vehicle in motion. and afterward

page_text: restoring same as motive force; substantially as herein described and set forth, and
shown by the accompanying six sheets of drawings.
Secondly. In a vehicular brake, the construction and use of a spring barrel or
drum (C¹) on an arbor, fixed parallel with axle or hubs, formed so as to carry the
sliding key S in proximity with a loose wheel (J), and in geared connection with
axle or hub; the wheels J forming the brake train, and capable of transmitting
the force of momentum to the drum (C¹); the wheels B and C whereby such
force is restored; and all in combination with each other; substantially as and for
the purposes herein described, and shown in the accompanying drawings.
Thirdly. In a brake for cycles and the like, the construction and use of a spring
barrel or drum (such as described in the preceding claim), parallel with the crank
axle, in wheelwork connection therewith, capable of serving as a brake, and at
same time as an economizer of the propelling power; substantially as herein
described and set forth, and shown in the accompanying drawings.
Dated this Twenty-eighth day of August 1895.
GEORGE QUICK,
168 Ashville Road, Leytonstone, Essex.