Improvements in or relating to the Control-that is, the Standing, Starting, Guidance, Retardation or Stoppage of Bicycles, Tricycles, and other Vehicles, together with a Ready Means of Applying Auxiliary Aid to the Relief of Draught-animals in Surmounting Hills and the like.
Year: 1896

page_text: Date of Application, 4th May, 1896-Accepted, 22nd Aug., 1896
COMPLETE SPECIFICATION.
Improvements in or relating to the Control-that is, the Standing,
Starting, Guidance, Retardation or Stoppage of Bicycles,
Tricycles, and other Vehicles, together with a Ready Means of
Applying Auxiliary Aid to the Relief of Draught-animals in
Surmounting Hills and the like.
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 two-fold invention relates especially to the steering and brake power of
bicycles, tricycles, and the like it affords an improved means of control, and also
embodies certain important and novel features in the application and use of the
brake mechanism.
According to this invention, the brake is so devised as to be capable of
performing three distinct functions.
As a brake it operates in contact with the ground, quite independently of the
track wheels; and when complete stoppage is desirable, it is readily manipulated
by means of a winch and chain, or cord, and made to subserve the purpose of a
stand or rest; so that the machine (in the case of a bicycle) has then three points
of support, and accordingly stands as a tricycle.
The device is endowed with a powerful backward spring action; so that when it
is desirable to resume progression, the detained winch being released, the temporary
supporting stand at once undergoes a radical change: it becomes substantially a
propelling rod, and in regaining smartly its normal position (a backward one), it
necessarily impels forward the machine, thus imparting thereto the force applied
through the winch in drawing it forward, or, what is the same, the power expended
in arresting the machine, or carriage, as the case may be.
Thus the rider may, without the slightest effort, promptly effect a most energetic
start.
This combined rest-starting-and-brake contrivance may be advantageously
applied to other vehicles.
Horse-carriages, so fitted, will be exceptionally safe, seeing that the apparatus,
whilst serving as a rest or stand for the body of the vehicle, may be rendered
equivalent to a pair of locked or skidded wheels. And as an aid to re-starting, in the
case of a heavy load (or other drawback, such as rising ground, or the like) it will
prove invaluable; for whatever force is employed in bringing the device to act as
a rest will, as already intimated, be recovered, or rather, re-delivered, at the
instant of starting afresh, and so materially assist the draught animals.
It will therefore be readily understood how a waggoner, in charge of a heavy
load, having at command these improved means, may assist his laboring horses.
During their momentary stoppages for rest or recovery of breath, he will apply the
winch of the brake, bringing the apparatus into position for re-starting. Whereupon
its reflex action will materially mitigate the strain of the initial pull. In stopping
on an incline, he will employ the brake as a rest; but on a decline, he will use it as
a double skid or pair of locked wheels (to be hereafter more fully explained).
In order to show clearly the entire invention, I append the accompanying three

page_text: sheets of drawings. The figs. are twelve in number, as hereunder noted; and the
letters of reference indicating the different parts are the same throughout.
Fig. 1, Sheet 1, is a side elevation of a bicycle, showing the novel features.
Fig. 2 is the same view, showing the brake device as subserving the purpose of
a rest or stand for the rear part.
Fig. 3 represents a back view of the handle-bar, together with the winch and
gearing, by means of which the brake-frame is actuated.
Fig. 4 is a view of the inner side of the left-hand wheel on the said frame.
Fig. 5 is a plan of the whole.
Fig. 6 is a detail of the handle-bar: and Fig. 7 is a further detail of same.
Fig. 8, Sheet 2, is a partial view of the brake-frame, showing the two small
wheels thereon, together with the locking mechanism and controlling handle: and
Fig. 9 is an inner view of the right-hand wheel of said pair.
Figs. 10 and 11, Sheet 3, show the brake apparatus as superseding the rear pair
of wheels of a vehicle.; and
Fig. 12 represents the same in its most rudimentary form, as adapted to an
ordinary carriage.
I elect to describe this invention as adapted to a bicycle, to which class of
vehicle its principal feature-the convertible brake-is pre-eminently suitable.
The general arrangement of the component parts is shown at Figs. 1, 2 and 5,
which are side and plan views of such a machine.
In these figs. D is the brake-frame. It consists of a pair of arms, or shafts,
springing out of a cross-piece, or axle-tree. The upper extremities of the former
are pivoted to the framing of the machine (preferably to extensions of the rear
axle, or non-steering wheel); whilst the latter supports a pair of small wheels (E).
Qand Q (Fig. 5) are fixed arms, or extensions of the framing (Z): they
project backward, and from their extremities depend two stout rubbers, or springs,
which connect them with the frame D.
-A is a forward extension of the framing, or sprocket-bracket (S), fitted with a
terminal sheave (L), which turns with an oblique pitch, coinciding with that of a
smaller one (H) near the handle-bar P.
C is a cord, or chain, passing round another sheave (F), and attached at points
low down on the arms of D. This-F-works in a triangular frame, which is
shown clearly in profile at Fig. 5: and
B is another cord (or chain) attached to the apex of the latter, and, passing
round L, extends to the top pulley (H), to which it is also secured (Fig. 3).
The latter (H) is part of, or attached to, a cog-wheel, which is in gear with the
small pinion I and both work in a bracket (K), forming part of the framing Z.
The picion I is fitted with a crank handle, or winch (J), by which the brake is
manipulated.
The inner faces of the wheels E are internal ratchet-wheels; and Fig. 4 shows
the left-hand one (E), together with the corresponding ratchet (R¹) on the
frame D.
In Figs. 8 and 9, Sheet 2, are shown additional details of, and in relation to,
these wheels.
At Fig. 9 there are shown, beside the internal teeth, a corresponding number of
projecting cogs: the same are represented in profile at Fig. 8.
S and S¹ are sliding bolts, fitted with terminal rollers, working in bearings on
the frame D, contiguous to the brake wheels (E). The inner end of the left-hand
one (S) is attached, by means of a pin or stud working in a transverse slot, to the
upper arm of a triangular lever (M), also on the frame D; whilst the corresponding
bolt (S) is pivotted to the connecting rod N. The other end of this (N) is slotted,
and attached to the lower arm of M, after the manner of the upper one.
By reference to the drawing (Fig. 8) it will be seen that these bolts are fitted
with springs, which impart to them an outward pressure; so that they engage
themselves with the wheels E (through contact with the projecting cogs) when the
arms M cease to hold them back: which results when the middle arm (of M) is
:

page_text: released. The latter is controlled by the cord W, in connection with the short
arın X, which is the upper part of the lever h (preferably, a drop handle).
O and O¹ are short arms, holding the ratchets R and R¹.
In the more simple construction of the apparatus (where the bolts S are omitted)
the said ratchets are otherwise held, as shown at Fig. 4.
The parts which relate to the steering are the short horizontal arm e (Figs. 1, 5
and 6), which is rigidly fixed to, or may be an extension of, the fork of the steering
wheel-and the sliding handle P (Figs. 1, 3, 5 and 6) or P1 (Fig. 7) on the
handle-bar, which must be a fixture, or part of the framing Z, the double-forked
bracket K (Fig. 1) forming the connexion.
A short rod counects the slider P with the extremity of the arm e, as shown in
the Figs. 5 and 6.
In the former the said slider is represented as the terminal of a rod telescoping
in the handle-bar, or rather, in this case, handle-tube.
But the latter shows a different construction: here P is a short hollow cylinder,
movable upon the bar itself, which must be of sufficient width, to afford the
necessary scope for the said slider.
The former arrangement may be preferable for bicycles, seeing that considerable
width in the handle-bar is not requisite.
The slider may be fashioned with a broad inner flange, as shown at Fig. 7, to
which may be pivotted the rod forming its connexion with the arm e.
Such a
flange or rim would further serve as a guard, preventing the hand of the rider from
inadvertently grasping the connecting rod, whilst affording a more convenient hold,
and better purchase in manipulation.
In adapting the convertible brake to four-wheeled vehicles and certain tricycles,
it is preferable to so make and fit the frame D, that it works within the track
wheels, as illustrated at Fig. 12, Sheet 3.
Indeed, in the case of certain vehicles-heavy waggons and the like-the
apparatus may altogether supersede such wheels-the rear pair, after the manner
shown at Figs. 10 and 11.
In the former the frame D is represented as of some length, occupying an
oblique (its normal) position. It has therefore scope for considerable reflex-
propelling action. The wheels E (which, in this instance, should be of larger
diameter), superseding the rear track wheels, support the body of the vehicle.
But where it is desirable or necessary to employ track wheels of ample
proportions (as on field-piece carriages) the wheels E, as substitutes of such,
should be large accordingly. This necessitates some modification in the frame D,
as shown at Fig. 11.
Here the arins of said frame are very short, and as their normal position is
horizontal, or nearly so, their length necessarily determines the downward sweep of
the wheels, or, what is the same, the degree of elevation which may be imparted
to the sustained body by the action of said frame.
The same should be formed with a top cross-piece, and may be pivotted to the
ordinary axle-tree (the track-wheel axles being of course dispensed with).
d is a central arm, projecting forward from the top (or there may be a pair of
of such, extensions of the sides of the frame), and t is the spring which takes up
the applied force for re-delivery.
D is a similar arm beneath the bottom cross-piece; and to its extremity is
attached the cord, or chain, B, which extends direct to the winding-up gear (the
sheaves F and L being dispensed with): and the shoulders ƒ and g limit the play
of the frame.
The ratchets R and R¹ (Figs. 4 and 9) may be dispensed with; but the bolts S
and S should be retained.
Although according to the appended drawings the fulcrum of the frame D is in
every instance represented as at the axis of the rear axle, it does not necessarily
follow that it may not occupy a different position. It may, in fact, be placed
considerably above that point, with a corresponding increase in the length of the

page_text: :
said frame, so that the wheels E cover a wider range, and so, in their reflex action,
be more efficient. This may be desirable in particular cases; but for general
adaptability the rear axial line will, I think, be found most suitable for the position
of said fulcrum.
In the most rudimentary construction of the apparatus the frame D may
terminate in plain segments, in lieu of wheels, as shown at Fig. 12.
In this simple form it will perhaps answer better as a mere brake, seeing that
the frame operates as a double skid immediately its segments (or segment for one
alone would substantially serve the purpose) reach the ground; but as an aid in
starting, or means of supplementing the efforts of draught animals, it will be found
comparatively of very little service.
Moreover, the apparatus may be readily converted into a powerful appliance for
propulsion, by means of which human power alone, without other aid, may move a
heavily laden vehicle, not merely along an ordinary road, but actually up an incline,
or even a steep gradient.
Such conversion is simply effected: it being only necessary to furnish the front
wheels of such vehicle with ratchets like R and R' (Figs. 4 and 9), or other device
answering the same purpose; so that it may not slip, , or be drawn, backward during
advance of the wheels E.
But, since the progression of such, impelled solely by such means, would be
generally intermittent, and consequently slow, the apparatus in this manner would
avail, or be employed, only in the absence of traction power, either animal or
mechanical.
As a brake, in its developed form, it is operated in the following manner,
viz. :-
The frame D is brought forward by manipulation of the winch J in the direction
of the arrow marked at Fig. 1. The cord B is thus taken up, which necessarily
advances the sheave F, together with the cord C reeved through it. This cord,
being attached at its extremities to the frame D, as already explained, at once
actuates the same. And when the wheels E reach the ground, the actual operation
of the brake commences.
The actuating strain of the cord C on the frame D is equalized by means of the
sheave F, which allows it to automatically adjust itself: it is moreover thereby
held away from the intermediate track wheel, in the case of a bicycle.
And it is
When the wheels E come in contact with the ground, the machine being in
motion, the draught is necessarily increased: hence the brake power.
obvious that the same, may be augmented or diminished by means of the winch and
intermediate gearing.
But, inasmuch as the said wheels are free to turn in a forward direction,
the retardation effected through their mere action on the ground cannot be
considerable.
The potency of the contrivance as a brake appliance comes into force when so
much of the cord B is wound up, that the wheels E, in advancing, take up the
weight of the machine. And the maximum brake power is applied when they
assume the position shown in Fig. 2.
In this they may be promptly fixed, if necessary, by bringing over the handle h
as shown at Fig. 8; which slackens the cord W, and so allows the bolts S and Si
to engage themselves with the projecting cogs of said wheels.
If the machine still retain momentum (the frame D being thus placed, Fig. 2,
and fixed), the same will merely skid, and so furnish the maximum resistance of a
passive brake.
As a rest: thus the said frame is converted into a stand or rest, forming a secure
basis, and supporting the machine independently of. the intermediate driving
wheel.
Where, in the construction of the apparatus, the sliding bolts are dispensed with,
detaining catch must be fitted contiguous to the winch J: and before withdrawal
of the hand from same, the operator should apply the former.
8

page_text: As a starter: in order to transform the apparatus, so adjusted; into an automatic
starting appliance, it is only necessary to drop over the. handle (Fig. 8), or, in
the absence of the said bolts,--to release the winch. Whereupon the rubbers T
and T, or springs (Fig. 5), being now in a condition of tension, at once regain their
normal position, and so draw back, with the selfsame force which distended them,.
the frame D; at the same instant impelling forward the machine, which starts off
with a bound, as, in addition to the impetus so derived, it practically descends an
incline, its raised bulk falling forward, as it were, to a lower level.
With reference to the ratchets R and R', these may be omitted where the
bolts S and S₁ are retained; but in such case additional attention and work
devolve on the rider; seeing that the handle h must be brought up, whenever the
brake is to be fully applied otherwise the apparatus loses its potency as a
brake and starter, or means of applying the stored-up energy in the distended
rubbers.
In steering, the rider manipulates the slider P (Figs. 1, 3 and 5), which moves
freely on the handle-bar, as already explained, and shown at Fig. 6, Sheet 1. Or
he may do so, as shown at the preceding fig., where an alternative arrangement is
represented, namely: P is the terminal or hilt of a short rod sliding freely in the
handle-bar. The said slider (P) is in rod conuexion with a short arm (e) rigidly
fixed to, or forming part of, the fork of the steering wheel, and the means of
governing the latter, so that the proper guidance of the machine is readily
effected.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
First. In a vehicle the construction or application of an apparatus capable of
serving alternately the combined purposes of a stand or rest, starting appliance and
brake; substantially as herein described, and shown in the accompanying three
sheets of drawings.
Secondly. In a bicycle the novel arrangement generally of a combination or
ground brake, and parts connected therewith, namely, the retroactive frame D,
with the terminal wheels E, sheaves F and L, with the cords or chains C and B,
winch J and gearing 1, in combination with each other; substantially as and for
the purposes herein described and shown at Figs. 1, 2 and 5, Sheet 1, of the
accompanying drawings.
Thirdly. In a vehicle the construction or application of a suspended or pendent
brake-frame, and the means adopted for its conversion into a stand or rest,
temporarily superseding the contiguous track wheels, or wheel, whilst imparting
comparative fixedness to the vehicle; substantially as herein described and set
forth.
Fourthly. In a vehicle the construction or application and use as a mere brake,
or detaining rest, of the retroactive frame D in its rudimentary form, that is,
with terminal segments, or segment; substantially as herein described, and shown
at Fig. 12, Sheet 3, of the accompanying drawings.
Fifthly. In a waggon, or the like, the substitution of the frame D with its
terminal wheels E for the rear pair of wheels; substantially as aud for the
purposes herein described, and shown at Figs. 10 and 11, Sheet 3, of the
accompanying drawings.
Sixthly. In a brake appliance or rest, applicable to a vehicle, the wheels E and
mode of and means adopted for temporarily fixing them; substantially as and for
the purposes herein described, and shown at Figs. 4, 8 and 9 of the accompanying
drawings.
Seventhly. In a waggon or the like, or other vehicle, the mode of and means
adopted for rendering the apparatus available for propulsion by human power
alone; substantially as herein described and set forth.
Eighthly. In a bicycle, tricycle, or the like, the construction or application of

page_text: the slider P, movable on a fixed handle-bar, forming part of the steering gear;
substantially as and for the purposes herein described, and shown at Fig. 6, Sheet 1,
of the accompanying drawings.
Ninthly. In a bicycle, tricycle, or the like, the construction or application of a
rod with a terminal hilt or handle (P) sliding in a fixed transverse bar, forming
part of the steering gear; substantially as and for the purposes herein described,
and shown more particularly at Figs. 3 and 5 of the accompanying drawings.
Dated this 4th day of May 1896.
GEORGE QUICK,
168 Ashville Road, Leytonstone, Essex.