A Combined Leg-rester and Foot-brake for Cycles.
Year: 1897

page_text: A Combined Leg-rester and Foot-brake for Cycles.
I, THOMAS ARTHUR ASTON, of 14, New Buildings, Price Street, Saint Mary's,
Birmingham, in the County of Warwick, Machinist, do hereby declare the nature
of this invention to be as follows:-
Being of opinion that inadiquate provision is made for resting the legs when
cycling down-hill and at the same time having full control over the speed of the
machine, independent of the ordinary plunger hand-brake now in use, I have
exercised my thoughts and made experiments in a manner best calculated to remedy
the above suggested defects.
First of all I find it will be necessary to have a cross-piece fixed on the lower
part of the body (or frame) of the machine at a point situated some seven or
eight inches from the steering-pillar to the rearward. This cross-piece may be
but a mere bit of tube placed at right angles to the body and arranged so as to
project a few inches to the right hand and to the left; at the point of intersection
common pipe-flanges and screw-bolts may be employed in the attachment of this
cross-piece in which case it could be detached at pleasure, or I might braze it on
or put it on in any other manner I think best: but maybe it would be the best
to arrange with the body-maker to build it conveniently into the frame. Now
this cross-piece of course becomes at once the intended leg-rester and also forms
the base of operations for my foot-brake.
When a convenient opportunity presents itself to the rider to rest his legs, all
he has to do is to lift his feet off the pedals and pop them instantly on to the rester
and away he goes down the hill.
Now for the brake. To provide this I purpose making a kind of a bow fashioned
so as to pivot on both sides of the leg-rester, the bow itself dropping on to the.
top of the steering-wheel just in front of the steering-pillar. To engage the
brake the rider will have to press his feet on to the bow in a manner somewhat
similar to a pianist or an organist when using the pedals of their instruments.
This bow takes its resistance from the leg-rester and being pivoted thereto the
rider is enabled to apply what pressure he pleases to the steering-wheel in
checking the speed of his machine.
Of course I shall arrange for keeping the brake from rubbing the wheel when
not in use by properly balancing it, or by means of a spring or some such con-
trivance. The sides of the bow I may make of flat and the front of round
material, iron most likely,-just as it suits me because I may want to put a
spool or roller on the front part in order to save the tyre from wear through the
friction of the two surfaces coming in contact with each other.
Doted this 21st day of June 1897

page_text: 15-Drake for cycles.
I, THOMAS ARTHUR ASTON, of 14, New Buildings, Price Street, Saint Mary's,
Birmingham, in the County of Warwick, Machinist, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particu-
larly described and ascertained in and by the following statement:-
-
Being of opinion that inadequate provision is made for resting the legs when
cycling down-hill and at the same time having full control over the speed of the
machine independent of the ordinary plunger hand-brake now in use,-I have
exercised my thoughts and made experiments in a manner best calculated to remedy
the above suggested defects.
-
Perhaps it would be as well if I at once furnished a brief outlined sketch of what
I purpose doing before going into details and in order that I may do so I must
ask the reader to kindly imagine for a moment that we are looking at a side cle-
vation of a rear-driving bicycle of the present day diamond-shaped frame type
with its steering to our left: our attention should now at once be directed to the
lower part of the frame-work termed the bottom-bar: it is on this bottom-bar
at a point some few inches from the steering to the rearward that my invention.
is located.
Now supposing at the point named I make a hole through the side of the bar,―
a round hole say about three eighths of an inch wide, straight through the centre
at right-angles to the bar and parallel to the ground. I now take a short steel
rod of the size of the hole thrust it through till it projects some three inches or
so from both sides of the bar and the result is a rough specimen of the proposed
leg-rester. I form a screw-thread on each end of the rod a short distance up to
take a couple of nuts, one on each end.
As is well known coasting may be indulged with some degree of safety so long
as the rider has a reliable brake to his machine: the common plunger hand-brake
is all right providing the tyre at a critical moment does not collapse; the brake
in that case would at once cease to operate and control over the machine instantly
terminate so far as the brake is concerned. I want a brake when coasting that
will be effective let the tyre be as it may-a brake in close proximity to the feet,
at a spot most inviting to obtain a firm foot-hold; and one that the rider can almost
stand upon if necessary, therefore I have decided to pivot or hinge a strong bow-
shaped brake affair to the projecting leg-rester, a good resistance is thus obtained
direct from the body part of the machine.
In appearance a simple model of the proposed brake-bow is to be found in a
common metal mud-guard stay the eyes or loop holes of which would serve to
slip on to the screwed rester ends,--the nuts of the latter serving to keep them
on: the bow encircling the steering-fork falls on to the wheel just in front of
the fork-crown; or in a modified form being made shorter and narrower it drops
on to the wheel just behind the same. It is lifted off the wheel by means of a
spring.
To engage the brake the rider has to place his feet upon the rester in a manner
convenient for pressing upon the two sides of the bow with his toes or the soles
of the feet, like a pianist or organist would when using the pedals of their
instruments.
The brake-bow as is seen is detachable from the rester and I prefer that the
latter be brazed to the bar:- however as that may not always be convenient I
have devised a neat method of affixing so that that like the bow may also be
attached and detached at pleasure.

page_text: I admit I am not the first-person who has conceived the idea of putting a cross-
piece in like position merely as a leg-rester, others in time past have done the
same, but mine as will be seen is presented with novelty in the method of affixing.
And I also further admit that the mere idea of combining the two conveniences
is not original; only that mine is peculiar in many respects, in the general plan
and in the allotment of the foot-brake (independent of the rester) to a given part
of the machine: all these things-the genuine outcome of an inventive mind-
conduce to the obtaining of a more successful and a more practical result.
With this introductory sketch and explanatory remarks I shall now proceed
to fully disclose the invention in detail.
- In-making the rester the workman would do well by leaving the short steel
rod with the screwed ends in the bar as suggested, though it need not be more
than a quarter of an inch thick; braze it in: now cut two bits of steel tube-
ordinary cycle frame tube three quarters of an inch in diameter, these are required
for "sleeves" to cover the rester-rod in order to strengthen it and to improve its
appearance therefore they must be of a length to suit the purpose, they are not
to shake about on the rod but must be bushed,-bushed with washer-like bushes
bushes thinned down to mere washers an eighth of an inch or so thick with a hole
to fit the rod push a bush into each end of each sleeve as you would a wad in
the muzzle of a gun-barrel to the depth of a quarter or three eighths of an inch
and braze them in; clean them up with a facing-grinder and slip them on to the
rester-rod; cause each sleeve to bear against the bar properly by hollowing them
out at their bearing-ends with a half-round file: force them up close with the
rod-nuts, add extra loose washers also if required underneath the nuts: the sleeves
may now be brazed to the bar, the whole cleaned up nicely and the fixed form
of leg-rester is complete.
The detachable rester is made in this way. The steel-rod should be about two
inches shorter, screwed ends and nuts to suit as before, only it must be swelled
in the middle somewhat like a chair stave, the swelled part should be seven six-
teenths and gradually falling away toward the screwed-ends to a quarter of an
inch in diameter: now cut the rod clean in two, that each part be of equal
length and slit each sectional end as you would slit a wood-screw-but deeper than
that, the slit wants to be about one sixteenth of an inch wide three eighths of an
inch deep, in the centre and perfectly straight and the mouth of it forced open
or filed wider to say nearly an eighth of an inch, the slit is now taper as though
it was intended to fit on a wedge. Now if I could cause a short steel tongue to
project laterally from the centre of each side of the bar,--lengthwise at right
angles and parallel to it, to project just sufficient to enable me to push on
tightly each slit-ended half of the rester-rod and then to peg them both on as a
clock-maker would the suspending-spring in the slit at the top of the pendulum-
rod a fair idea of my mode of procedure would be obtained. I want the tongue
and must have the peg but the bar is not to be interfered with in the least:
therefore in order to accomplish my purpose I make two thin sheet steel arch
pattern clips fashioned on the same principe as those usually employed underneath
the saddle in the fastening of the latter to the seat-pillar, they would but be
mere thin cam-strap shaped band affairs with extended lugs or ears in which
peg-holes may be pierced: these band-clips enclasp the bar one being placed on
the top and the other underneath till their laterally extended lugs come face
to face nearly close together, (the lugs are really a substitute for the tongue)
I then squeeze them closer together with a pair of pinchers until I am able to
push on tightly the half rester-rods as stated finally making a small hole about
three thirty seconds of an inch wide through the whole in which to stick the round
steel peg as described the pegs prevent them shooting off the lugs again and
holds the lot nicely in the required position.
The half rester-rods have now of course resolved themselves into a pair of out-
streched arms and merely fastened on like the limbs are of a wooden doll.
The clips occupy about an inch and three quarters lengthwise of the bars surface:

page_text: the lugs have to be narrower and in the middle of the clips, in fact they must
be exactly as wide as the interior of the rester-sleeves; and the latters rear bush-
washers in this case will not be required.
The sleeves are now put on as before and the rester-nuts forced up,-a process
which causes the clips to enclasp the bar tighter, at the same time pulling the
arms farther through the sleeves the latter in turn pressing harder and harder
against the clips compelling them to grasp the bar with a regular vice-like grip
till the whole affair is as close and as firm as though so to speak it was all part
and parcel of the machines framework.
In order to facilitate the speedy connection of the brake-bow to the rester-ends
without disturbing the nuts every time I fit two steel plates one at each end of
the rester underneath the nut and washer: the plates are about an eighth of an
inch thick, and in shape somewhat resemble the figure eight, a good deal like
the side plates of the chain that drives the machine; they sit in the rester-ends
and drop downwards toward the ground a bit being filed out of the rester to allow
the neck of the plate to niche in and bear flat against the brazed-in bush-washer
which as will be remembered was set back a little below the surface, a provision
expressly intended for the reception of these plates. Of course they are pierced
in the two centres the same as the chain plates are the holes are then opened to
the size required, one hole of the plate to take the rester-rod-end and the other
the end of the bow. The plates always remain fixed in the rester-ends though the
brake-bow be removed, for the latter is fastened to the plates by means of small
nuts.
The brake-bow comes next but before I set it forth perhaps I had better describe
the roller for it, I think a roller is better than a fixed slipper, shoe, or block for
braking the wheel, but at the same time I prefer not to bind myself to any
particular style in this respect, for the present I have adopted a rubber roller.
I select a piece of tubular rubber one inch and an eighth diameter
outside three eighths of an inch inside and three or four inches long
with flat ends and bush the whole of it with hardened steel: the bush
should be seven sixteenths of an inch outside diameter to allow for the
expansion of the rubber as the former is being pushed through the hole of the
latter. A hardened steel spindle a quarter of an inch in diameter fits the bush
on which the bushed-roller revolves. The spindle which is left longer than the
roller projects at each end of the latter about three eighths of an inch the pro-.
truding ends being reduced in diameter to three sixteenths of an inch and provided
with a screw-thread right up to the rubber-save for a bit at the shoulder which
is squared.
One side of the brake-bow (when made in section) which has a corresponding
square hole near the end fits tight on one end of the spindle and bears up at the
squared shoulder close to the roller and the other side of the bow fits in like
manner on the opposite end of the spindle, nuts are then added to keep them on,
and the roller (which must be allowed to revolve) being on the top of the wheel
just in front of the fork-crown: the rear ends of the bow-sides which have quarter
inch holes in them are brought up to the rester-end plates and fastened thereto
with suitable bolts and nuts."
The how sides are made of quarter or five sixteenths of an inch round steel
and flattened at the ends to allow for the holes, or of suitable light flat steel.
To lift the brake roller up off the wheel I loop an elastic band in a suitable
manner to the frame of the machine and connect it to the brake-bow: but of course
there are so many ways of providing a spring for this purpose that I prefer not
to be bound to only one of them.
A neat modification of the brake-bow is as follows, (in this case the roller
comes behind the fork-crown instead of in front) I make it of round steel wire
nine thirty seconds of an inch in diameter and flatten only the fore-ends to suit
the spindle and roller; the rear ends I bend transversely bringing one over the
other so that the cross comes directly underneath the rester and the bar: I bend

page_text: them round to right angles till the two ends point direct to the holes of the hanging
rester-end plates into which I push them, having first reduced them in diameter
so as to form a shoulder to bear up against the plates: the protruding ends on
the front side of the plates are provided with a screw-thread on which the required
nut is placed in order to keep them in their place, just allowing the bow to work.
In conclusion and before I specify the chief features of novelty I should just
like to pass a few more remarks.
As I have hereinbefore pointed out a mere laterally projecting leg-rester is
not a new thing only in this case there are distinct-features of novelty about its
belongings, the pegged-arms with their loose sleeve covering and the important.
stretching pull they concede to the closing clips between the rester-end nut and
the resisting bar.
Of course there have been many kinds of foot-rests affixed to cycles by the mere
aid of mechanical power but to present an additional system designed to promote
the better application of that power,--that it may more effectually accomplish
what it has to do, is I contend an invention.
Again as I am the first person to conceive the idea of putting a foot-brake on
the bottom-bar and to place the suggestion before the public in a practical form
as I have herein done the location of my operations in respect to the said foot-
brake becomes to me a matter of importance. A man may devise a good foot-brake
but never think of alloting it to so good a position: location was a point defini-
tively settled in my mind before the exact form of brake required for the position
occurred to me, the one led to the other; therefore being a distinctly new departure
in itself it really and truly became a part of the inventions novelty. Pivoting
a foot-brake to the rear the steering may be but a new way of giving practical
and useful effect to an old idea, but even if. the thing did previously exist I hold
that there was a link missing and that I have brought that link to light in the
hinged brake-bow. And furthur as regards the novel combination of the two con-
veniences I would point out that a lodging place for the feet is necessary in the
operation of braking the wheel but at the same time it is not bound to take any
one particular form, if a single bow-brake affair be merely hinged to the bar and
designed so as to serve the double purpose I hold that the element of combination
would be there; however concealed, and that my rights in the matter would be
encroached upon.
I now refer to the accompanying drawings. Fig. I is a side view of the invention
showing the elastic lifting-spring (a). Fig. II is a plan. Fig. III is a side view
of the modification. Fig. IV is a plan of the same, but turned upside down
showing the cross arrangement of the bow. Fig. V is a sectional plan of the leg-
rester. Fig. VI is a view of the clips and of the pegged arm. b is the roller, c the
bow, d the pegged arm, E the clips and f the rester-sleeve.
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:.
The combination of a leg-rester and foot-brake for cycles consisting of the
roller b the bow c the pegged arm & the clips E and the rester-sleeve f; substan-
tially as here-in-before described and as illustrated by the accompanying drawings.
Dated this 22nd day of March 1898.
THOMAS ARTHUR ASTON.