Improvements in or relating to Brakes for all kinds of Vehicles: a,
Year: 1894

page_text: Date of Application, 20th Dec., 1894-Accepted, 4th May, 1895
COMPLETE SPECIFICATION.
Improvements in or relating to Brakes for all kinds of Vehicles:
a Complete System of Economic Brakes, by which Momentum is
Stored Up and Afterward Expended as Motive Force.
1, 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 :-
The invention is a complex apparatus, performing 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.
The accompanying twelve sheets of drawings illustrate the device in its several
modifications; as designed for adaptability to existing tram-cars, trains of carriages
on railways, manumotive or similar machines, omnibuses and the like, and two-
wheeled conveyances: in short, it is applicable to all descriptions of wheeled vehicles,
including cycles and tricycles and similar machines.
Sheet. 1 contains the following figures, viz.—
Fig. 1, showing a side elevation of the bottom framing of a tram-car. together
consent of the anunnatus socording to my invention

page_text: Fig. 17, section of said slider.
Fig. 18, view of a cycle, fitted with the device.
Fig. 19, enlarged view of certain parts therein.
Fig. 20, section of brake drum thereon.
Fig. 21, enlarged view of bearings of same.
Sheet 11:
Fig. 22, back elevation of part of the machine described in Specification aforesaid,
showing a further modification of the device.
Fig. 23, right side view of the latter.
Fig. 24, longitudinal sectional view of ditto upon an enlarged scale.
Fig. 244, partial view of the right composite wheel, together with the brake and
retroactive ratchets on driving spindle.
Sheet 12:
Fig. 25, back elevation of a gig (or two-wheeled vehicle) fitted with the device
in a modified form.
Fig. 26, right side view of ditto.
Fig. 264, partial view of inner side of the retroactive drum, together with the
engaging ratchets on the driving spindle.
Fig. 27, end view of the combined ratchet and brake drum, together with the
controlling switch.
Fig. 27, a like view of the right sliding ratchet, together with the actuating
rod in connection with said switch.
Fig. 28, outside view of the left composite wheel, together with the brake and
retroactive ratchets.
Fig. 29, inside view of ditto, together with section of spindle, and disc thereon.
Fig. 30, partial transverse sectional view of ditto, together with disc and spindle.
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 cords and chains and their connecting drums and wheels travel during the
operation of the brake.
TRAM-CARS: WHEELS AFFIXED TO AXLES, AND RUNNING ON PARALLEL
RAILS.
At Fig. 1, Sheet 1, J is the brake drum (of which Fig. 16, Sheet 10, is a
transverse sectional view upon an enlarged scale), fitted with roller bearings at
each end, and flanged, and running within a cylinder, with bracket-feet, I, beneath,
and securely bolted to, the framing A. Said drum is also fitted internally with
cogs or pallets (as shown more distinctly at Fig. 16). Through its axial line (and
supporting cylindrical bracket) runs the axle K, of the front wheels: and thereo:1
works a slider, S, with a projecting arm, fitted with a terminal roller: Said slider
encases the axle, revolving with it; and is held in position (within range o
the encircling cogs) by means of a roller pivotted thereto, and passing through
longitudinal slot in the slider, as shown at Fig. 16. The travel or play of sai
slider is indicated by the dotted lines: and control thereof is afforded by means of
a switch, G, which is pivotted at the point g, on the framing A (Fig. 1,) and
terminates in a loop or fork over the slider; while a spiral spring S₁ (Fig. 16)
imparts a forward pressure to the same. This switch is actuated by a crank h', in
the front part of the car, after the manner of the arrangement now generally in
vogue.
Regarding the slider, S (practically, a sliding ratchet), where considerable brake
power is required, two friction rollers on the axle (Fig. 17, Sheet 10,) should be
employed but in the case of cycles and the like, balls in side grooves (Figs. 20
and 21) are preferable.
To the periphery of the drum J is attached one end of the cord D (one of
adequate strength and pliability, or a suitable chain), whilst the other terminates

page_text: in a long spiral spring, or rubber cord, of ample strength and elasticity, which is
secured to the car at the point m. At the junction of the spring or rubber with
said cord, there is fixed a guard or collar e, which coming in contact with the
bracket I when D (which passes through a longitudinal slot in the inner side of
said bracket) is fully wound up on J, prevents the same from being over-wound.
B is the retroactive (or re-starting) drum, shown more fully, together with the
ratchet-wheel b at Fig. 14; and both in section (on an enlarged scale) at Fig. 15.
B, like J, is flanged, but fitted internally with roller bearings through which passes
the rear axle L, and upon which it freely turns. To the periphery is attached one
end of the cord E (same description as D); which is then wound a certain number
of times (the reverse way of the cord D) around, and its other extremity attached
to, the drum J. Upon the face of the drum B are two ratchets R and R'
(Fig. 14), having a centrifugal pressure derived from the back springs P and P.
b, the sunk or internal ratchet-wheel, which is rigidly fixed to the axle L, covers
so much of B as to allow the ratchets to engage with its teeth, which are scolloped
(Fig. 14, Sheet 9). The ratchets aforesaid are furnished with terminal rollers,
which, diminishing friction, allow of ready disengagement. They are so pivotted
that when one is engaged with, the other is disengaged from, the wheel b. By
this arrangement the release of the powerful cord D, when in a state of tension, is
effected without any violent concussion; the drum B and wheel b being practically
in continuous contact during the application of the brake.
A crescent-shaped piece O, working on a pivot at a point between the ratchets
and somewhat beyond their pivot-line, throws them out of gear when the drum B
is in its normal position, that is, when the brake is off and the cord D in a state of
relaxation the piece aforesaid impinging against the framing A causes the ratchets
to disengage themselves from the wheel b; so that the drum B is then entirely free
of the axle, save its connection through its supporting roller bearings.
:
C is a spring-box, flanged and bracketed to the framing; and turned several
times, so that its internal spring is wound up. One end of the small cord Fis
attached thereto, whilst the other extremity is secured, the reverse way of the
cord E, to the drum B.
The mode of operating this combined brake and re-starting gear is as follows,
that is to say:
-When it is desired to retard or arrest the forward motion of the
car (as indicated by the arrow at foot of Fig. 1), the handle is turned, so that
the heel-piece is withdrawn from the switch G, the looped or forked end of which,
being now free, ceases to press back the slider S. This, so released, is at once
pressed forward by the back spring S'; and its projecting arm becomes engaged
with the converging cogs of the drum J. Said drum, being thus virtually affixed
to the axle (K) passing through it, necessarily revolves therewith. The cord D is
now taken up by the drum J, whilst its spring terminal undergoes a corresponding
extension. At the same time the cord E, becoming unwound from off the drum J,
is taken up by the drum B, which is revolved by the tension of the cord F as that
is taken up by the recoil of the box C.
The car is thus retarded or brought to a stand-still by the resistance of the
spring cord D (substantially, an accumulator), which virtually retains so much
recovered energy,
or the momentum of the car.
To release and expend advantageously this stored-up force, the handle k' is
restored to its normal position, so that its terminal heel-piece again presses
outward the switch, G; the engaged end of which now draws back the slider, and
so frees the drum J of all contact with the front axle (K). Said drum, so released,
is immediately actuated by the contractile power of the cord D, which, in unwinding
itself (from off J), necessarily winds up the cord E; which, in its turn, actuates
As B revolves the
the drum B with the contracting energy of the cord D.
ratchets R and R' engage with the wheel b, which necessarily turns with B,
actuating in like manner the rear axle (L), together with its attached bearing
wheels.
Thus the force recovered and stored up in the cord D is imparted or transmitted

page_text: resulting from the friction of the transmitting mechanism.
Where, in the absence of a turn-table the tram-car cannot be conveniently
turned round for the return journey, it should be fitted, the reverse way, with a
duplicate of the apparatus.
RAILWAY CARRIAGES.
In applying this invention to a train of cars or carriages running on parallel
rails, fit the device to every car or carriage therein: and the locomotive
attached thereto may be in like manner furnished, with a proportionate saving of
power.
The general arrangement of the component parts is the same as in the tram-car,
as shown in Figs. 2 and 7, and as already described and explained. The controlling
switches (G), or their equivalents, I place, by means of suitable tackle, in connection
with a lever in the rear-guard's van. In practice, however, it may advantageous
to have a similar lever fitted within the driver's (or front guard's) reach, so that
both guard and driver may have alike control over the train.
At Fig. 5, Sheet 3, is shown an efficient arrangement (which I should prefer to
adopt) for actuating said switches; which, it will be seen, undergo some modifi-
cation. Said fig. is a plan of three rail carriages, showing the device on each,
and how the end levers Q¹ and Q" control the entire arrangement. The arrow in
the right-hand corner at foot indicates the direction of travel. G, G and G are
the modified switches, with terminal springs or rubber cords, attaching them to the
controlling cord Q. These springs, or clastic cords, perform the dual function of
compensating for the play of the buffers, and at the same time equalizing the
actuating tension of the said cord; the ends of which are attached to, and wound
round the feet of the vertical spindles of the front and rear crank-levers Q' and Q".
Where is attached to the spindle Q", there is inserted a spiral spring, and on
the same (Q) is fitted a ratchet-wheel which engages with a ratchet, q, on the
framing.
The device operates in the following manner, that is to say:-When Q" is turned
in the direction of the arrow at that point (the brake being off), the cord Q becomes
slack, and the terminal springs of G, G and G no longer hold them back against
the forward pressure of the sliders. Consequently, said switches, turning on their
pivots, allow the sliders to engage with their corresponding J drums. Thus, by
manipulation of the front lever Q", is the brake applied.
When Qis turned, as indicated by the arrow, the cord Q is drawn in, whilst
its terminal spring is correspondingly elongated; the ratchet q, engaging with the
wheel on Q, prevents that from being turned through the tension of the cord Q.
The terminals of G, G, and G now becoming slack, allow the slides to perform
their engaging office. And in this manner the turning of Q', the rear lever, brings
the apparatus into effective operation.
A train of coaches, so fitted, the controlling cords being detachable and also
adjustable, can be made up or shortened readily, and with the customary facility.
The provision as to reversal (in the foregoing, concerning tram-cars) in the
absence or non-use of a turn-table, is alike applicable in this case.
Fig. 7, Sheet 4, is a side view of the apparatus as applied to a rail carriage:
and Fig. 2 shows the same, but with a different accumulator (hereafter described).
At Fig. 4 (which is a plan view of same, fitted to a set of tram-car wheels) is
shown more clearly the device with said accumulator.
LYT
117----REA

page_text: For this purpose any one of the three following modifications thereof may be
adopted.
First, the drum J, at Fig. 9, Sheet 6 (a side eleration) forms the hub of a wheel
pivotted within a strong frame, hinged beneath the body of the machine, as shown
in the drawing. The periphery of said wheel is armed with a number of projections,
the object of which is to enable the wheel to grip the earth when brought down by
meaus of the step-link W, or other suitable device. Said wheel is upheld in its
normal position (that is, from off the ground) by means of the spring y, attaching
the extremity of the wheel-frame to the machine framing. The step-link is formerl
of a tube, pivotted to the hinged frame, and holding a plunger passing, through a
spiral spring, and surmounted by a foot-piece, as shown in the drawing. The
rubber or spring cord D is attached to the hub; but preferably there may be
employed two such cords, in order to equalize the pressure on the bearings of said
wheel, as well as to augment the spring power. For the purpose of prolonging,
and consequently tempering, the brake action, the cords aforesaid are attached to
intermediate drums, J and ; (Fig. 11), turning freely on a spindle J", bracketed
transversely to the framing. Upon the same spindle turn two smaller drums, Ju
and, to which are attached the actual spring cords d and d. In place of this
arrangement a spring of adequate strength may be fitted within the hub, thereby
transforming the saine into a veritable spring-barrel.
Fig. 11, Sheet 7, is a plan of the device, together with part of said machine,
showing plainly the drums, and the disposition of the several cords.
B, the retroactive (or re-starting) drum operates on the driving spindle N
(which is in gear with the hubs H, as shown in the drawings of the Specification
aforesaid). In addition to the two internal ratchets R and R' (Fig. 14), said drum
is fitted with an external wheel B', with which engages a ratchet on the framing A.
But the provision of two such, working one in and the other out alternately (in
order to avoid shock in operation, as already explained in the foregoing) is
preferable.
Fig. 10 is an enlarged view of B', with two ratchets T, T, and a modified form
of the piece O. By the drawing it will be seen that the ratchets are actuated by
the lever O, in conjunction with the vertical rod k: whereby the drum B is
controlled, and the force recovered by the brake action retained or expended at
the will of the manipulator.
The cord E is attached to the hub aforesaid, and also to an intermediate drum E¹,
which is rigidly fixed on a spindle, E", pivotted transversely on the hinged frame.
On the same spindle is also fixed a smaller drum E, to which is attachel a strong
cord or chain, F1, passing around the drum B. The reducing drum E, together
with the cord F, may be dispensed with; but the arrangement as herein shown is
preferable, seeing that thereby the necessity of having the drum B of inconvenient
size is avoided. The device of a collar or guard e on D (or d and d¹) and stop
bracket on the framing, for the prevention of over-winding, as already explained
in relation to tram-cars, is also adopted in this case.
MODIFIED FORM OF THE APPARATUS IN SAME APPLICATION.
Secondly Fig. 12, Sheet 8, is a back eleration of part of the frame A (referring
to the Specification aforesaid). N is the driving spindle (geared, as already
explained) upon which turns freely the drum B. This engages with 6 (affixed
to N), as shown more distinctly at Figs. 14 and 15, Sheet 9. V is a transverse
spindle turning freely in bearings, M, on the frame A: upon which is rigidly
fixed the drum
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page_text: to the framing A.: whilst the spring-barrel C' (or rubber cord) is fixed above
said drum, the periphery of which is a double groove. To the inner side of B
is screwed a segment (about two-thirds) of a ratchet-wheel, with which engages
a ratchet on the framing A, controlled by the rod k, as in the arrangement
previously described.
The apparatus, in this form, operates as follows, that is to say :-In applying the
brake the switch G is pulled inward, so that the left slider (carrying J) becomes
engaged with the spindle N (by means of the latter's radial lugs), and also
with the adjoining composite wheel. At the same time the parallel rods
actuate the other slider, which engages with the other wheel, T. The spindle, N,
is now in connection with both track wheels: consequently the drum J (now
practically a part of N) winds up the cord E, which passing around the pulley Y
and along the inner groove of B, turns the latter the reverse way. Running within
the outer groove of same is the cord D, which, as it is taken up, unwinds from
off C¹, and so winds up the spring therein.
When the operator desires to retain the momentum so withdrawn, he allows, by
means of k, the detent to engage with the teeth on B. Thus is the machine (or
vehicle) retarded or arrested as the rider may desire.
In re-starting, or restoring the force so recovered, the switch is let go (the action
of the spring & restoring the arrangement, as before); whereupon the barrel C¹ at
once takes up the cord D, and so transmits its energy to the drum B. This, in its
turn, actuates, by means of the wheel b, the spindle N, which (being in gearing)
necessarily imparts the transmitted force to the track wheels.
ORDINARY ROAD VEHICLES.
Ordinary road vehicles (ominibuses and the like), the wheels of which revolve on
axles, I fit with the following modified form of the apparatus, that is to say:-The
inside faces of the hubs of the rear pair of wheels (as, for instance, a four-wheele
vehicle) are cog-wheels, which engage with four others turning freely on two
parallel spindles, K' and L, Fig. 8, Sheet 5; which also turn freely in bracket
bearings, M, on lateral extensions of the axle tree. Fig. 8 is a plan view of the
bottom framing; and Fig. 6, Sheet 4, a side elevation of same: which together
show the general arrangement of this modification of the device.
On the rear spindle, K¹, rigidly fixed, is the drum J; and its extremities_are
fitted with the wheels T and T', like the spindle U (Fig. 12, Sheet 8). To J is
attached the cord E; which encircles the drum B on the spindle L. This is
fitted substantially the same as the spindle N, Fig. 12; and the sliders are
controlled by side switches in connection with the like device of parallel rods,
or some equivalent. A step-link or crank in the front part of the vehicle,
within reach of the driver, affords the means of application. At Fig. 84 is shown
a simple device to answer this purpose. It consists of two short arms (similar
to G as shown on the rail carriage Fig. 5), pivotted to brackets on the framing,
and connected together by a transverse rod, pivotted to them. To the free end
of the right-side arm, as the sketch shows, is attached a cord, which is also
connected with, and wound round a pulley terminating a vertical spindle, with
a crank handle, like the same feature of the device for a rail carriage, Figs. 2
and 7.
The cog-wheels on the front spindle, L' (upon which they turn freely), are
fitted internally with teeth, which engage with ratchets on said spindle. These
wheels turn on back plates, and are held in position by side discs, rigidly fixed
to the same (L').
To the drum B is also attached the cord D, in connection with the spring-
barrel C¹, the accumulator; which may be bracketed to the body of the vehicle.
The mode of operating this modified form of the invention is as follows, that is
to say The brake being applied by manipulating the handle (or similar
device) the rear or brake spindle (K') becomes, by means of the sliders (S) engaged

page_text: and the drum B, which necessarily revolves, and so takes in the cord passing
around the spring-barrel C', the accumulator.
When G is released, it at once regains its normal position, and the brake action
ceases. The barrel C¹, through the recoil of its internal spring, now turns, taking
up the cord from off the drum B, which operates on N, and so transmits the force
of C¹'s recoil to the track wheels.
CYCLES, TRICYCLES AND THE LIKE, WITH CRANK-AND-PEDAL MOVEMENT.
Cycles, tricycles and the like, which are worked by the ordinary crank movement,
may be readily fitted with a suitable modification of the apparatus. The following
is to be preferred, on account of its simplicity and consequent non-liability to get
out of order.
Fig. 18, Sheet 10, is a view of a cycle, so fitted. In this instance the drum J is
loose on the axle (X³, Fig. 19) of the driving wheel. Fig. 20 is a sectional view
of same, together with part of the driving wheel, X', and the framing, Z: it shows
the drum Jas turning on a back plate, between the face of the hub and a disc on
the axle. At Fig. 21 the aperture for said drum is more distinctly shown. The
drum B is also loose on the crank axle X. It is internally a ratchet-wheel, and
engages with a ratchet on said axle, as shown at Figs. 18 and 19. And C₁, the
accumulator, is fixed beneath on the framing. The slider, S", is on the driving-
wheel axle, and short in the slide, as its play is limited by reason of the proximity
of the framing (Z), as shown at Fig. 20. Moreover, it will be seen that in this
case the back spring (S') is omitted, and the fork of the switch G does not shift
along the slider, but rests in a flanged groove thereon. Said switch is pivotted to
the framing at a point midway between the axle and periphery of the driving
wheel: the upper end of which forms the handle. Beneath the pivot and on the
framing there is a spring, which, pressing against the switch, keeps the slider out
of action. Fig. 17, Sheet 10, is the pattern of said slider, which may be in like
manner held in position by rollers on the axle, or balls in side grooves, as previously
explained.
For ordinary cycles and the like, the drum J should be in diameter two-thirds
of that of B; and C', one-third of same: as, for instance, a nine-inch re-starting
drum (B) should work in conjunction with a six-inch brake drum (J), and three-inch
accumulator (C¹). The latter should be fitted with a spiral spring requiring six
full turns to close up. Drums of such relative sizes give, for full scope of brake
action, three revolutions of the driving wheel; and for the return energy from
the accumulator, two revolutions of said wheel. Thus, the brake power is
comparatively gradual, yet efficient, in operation (and may be rendered more so,
by substituting a smaller drum J), covering a maximum of three revolutions;
whilst C' operates on two only, thereby concentrating its effectiveness. But such
may be still further intensified, if desirable, by employing a relatively larger
re-starting drum (B).
It is evident that when the spring-barrel (C¹) is fully turned, the maximum of
stored momentum is attained, but nevertheless the brake action is still maintained,
as the driving wheel becomes locked, or practically so, by the (now) fixed drum J.
In practice, however, the operation of C¹ will generally answer fully the purpose
of a most efficient brake: and the contingency of said wheel so skidding will
rarely occur.
It may be advantageous to have a dial attachment (spring, or otherwise) to
indicate the state of the accumulator: such an indicator could be placed in some
convenient position, and read at a glance.
It is to be understood that any foregoing detail may be applicable throughout the
system of brakes herein set forth.
According to Fig. 18 (Sheet 10), the apparatus works in the following manner,
riz. The handle of G being pressed inwards, the slider S", revolving with the
wheel (the machine being in motion) engages with, and takes round, the drum J.
B

page_text: Said drum now takes up the cord E from off B; which, in its turn, takes up the
cord D, and so winds up the spring-barrel C¹.
When the controlling handle is let go, G withdraws S" from J, so releasing the
same. The drum Cnow re-coils the cord D, and so turns B; which, engaging
with the internal ratchet (on ratchets, Fig. 264, as two may be preferable) on the
crank axle, transmits thereto the return energy from the accumulator, C¹. Thus the
machine receives back its former momentum, or the greater portion of it.
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: The novel arrangement generally of a combined brake and accumulator
of momentum for all kinds of vehicles; substantially as herein described and set
forth, and shown by the accompanying twelve sheets of drawings.
Secondly: In a combined brake and accumulator of momentum for tramcars
and trains of carriages running on rails, the construction and use of the drum J,
carried by the bracket I, in connection with a spring cord or barrel C¹; the
slider S; and drum B; all in combination with each other; substantially as, and
for the purposes herein set forth, and shown in the accompanying drawings.
Thirdly: In a combined brake and accumulator of momentum for certain
machines propelled by the rider's weight, the use of the drum J in a modified form,
constituting the hub of a suspensory wheel, in connection with a set of drums and
cords; and retroactive drum B on the driving spindle N; all in combination with
each other; substantially as, and for the purposes herein described, and shown in
the accompanying drawings.
Fourthly In a combined brake and accumulator of momentum for the machines
designated in the preceding claim, and the like, the construction and use of the
transverse spindle U, carrying the drum J, with terminal cog-wheels T and T', also
carrying sliding ratchets; the spring-barrel C' in connection with the retroactive
drum on the driving spindle (N); all in combination with each other; substantially
as, and for the purposes herein described, and shown in the accompanying
drawings.
Fifthly In a combined brake and accumulator of momentum for ordinary
road vehicles, the construction and use of two parallel spindles K' and L' in gear
with the hubs of the rear wheels, carrying the drums J and B, and in connection
with the spring-barrel C¹; substantially as, and for the purposes herein described,
and shown in the accompanying drawings.
Sixthly: In a combined brake and accumulator of momentum for two-wheeled
and other light vehicles, the construction and use of the transverse spindle N in
gear with the hubs of the track wheels, carrying terminal composite cog-wheels, T
and T the combined slider and drum J; the drum B; ratchet plate 6'; and
simple sliding ratchet S; the spring-barrel C' above, and pulley Y beneath the
drum B; all in combination with each other; substantially as, and for the purposes
herein described, and shown in the accompanying drawings.
Seventhly: In a combined brake and accumulator of momentum for cycles,
tricycles and the like, the construction and use of a brake drum J on the axle of the
driving wheel; the retroactive drum on the crank axle; and spring-barrel C
beneath, together with their attachments: all in combination with each other;
substantially as, and for the purposes herein described, and shown in the accompanying
drawings.
Dated this Twentieth day of Decembar 1901
GEORGE QUICK,
168, Ashville Road, Leytonstone, Essex.