Patent Publication Number: US-11390355-B1

Title: Hydraulic brake system and apparatus

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This patent application is a continuation of U.S. patent application Ser. No. 14/612,166, “Hub and Disk Brake System and Apparatus”, filed Feb. 2, 2015, now issued as U.S. Pat. No. 10,252,770 on Apr. 9, 2019, which claims the benefit of U.S. Provisional Patent Application 61/934,538, filed Jan. 31, 2014, and is a continuation-in-part of pending U.S. patent application Ser. No. 13/513,141, filed Jul. 9, 2012, now issued as U.S. Pat. No. 10,215,243 on Feb. 26, 2019, which is a U.S. national phase application under 35 U.S.C. § 371 of International Patent Application No. PCT/US2010/060411, filed Dec. 15, 2010, which is a continuation-in-part of U.S. patent application Ser. No. 12/638,944, filed Dec. 15, 2009, now issued as U.S. Pat. No. 8,333,266 on Dec. 18, 2012, and International Patent Application No. PCT/US2010/060411 claims priority to U.S. Provisional Patent Application No. 61/411,405, filed Nov. 8, 2010, all of which are incorporated by reference in their entireties along with all other references cited in this application. 
    
    
     BACKGROUND 
     The present invention relates to a brake system and method. More particularly, the present invention relates to a brake system and method for a two-wheeled vehicle. 
     A two-wheeled vehicle is equipped with a brake system to slow or stop its moving by applying friction upon its wheels. A rider uses both hands to press two brake levers, fixed on the handlebar, to control a front and rear brake of the two-wheeled vehicle. However, it would be dangerous if the rider presses either one of the brake levers too hard to make the vehicle&#39;s wheel to be locked by the front or rear brake. It is uncontrollable and dangerous for a moving two-wheeled vehicle with one of its wheels being locked, e.g. the vehicle may skid on the ground. In the instance of a two-wheeled vehicle&#39;s tip over, the two-wheeled vehicle still moves with its front wheel being locked such that the rider may fall over beyond a handlebar of the two-wheeled vehicle when a rear wheel comes off the ground by a sufficient height. For the foregoing reasons, there is a need for preventing a moving two-wheeled vehicle from a tip-over or a wheel being locked. 
     BRIEF SUMMARY OF THE INVENTON 
     A braking system includes a moveable structure connected to a rear brake. The rear brake may be a hub brake or a disc brake. A cable to the front brake is connected to the moveable structure. When the rear brake is actuated, the moveable structure moves. The movement of the structure pulls the cable to actuate the front brake. The movement may include a translation, rotation, or both. 
     In a specific embodiment, an apparatus includes a lever coupled to a rear hub brake, a first cable clamp on the lever that secures an end of a rear brake cable, an opposite end of the rear brake cable being coupled to a rear brake lever, and a second cable clamp on the lever that secures an end of a front brake cable, an opposite end of the front brake cable being coupled to a front brake, wherein when the rear hub brake is actuated by the rear brake lever, the lever rotates to pull the front brake cable, thereby actuating the front brake. 
     In another specific embodiment, an apparatus includes a pivot point; a brake mount to attach a rear disc brake; and a lever arm extending away from the pivot point and comprising a cable clamp that secures an end of a front brake cable, an opposite end of the front brake cable being coupled to a front brake, wherein when the rear disc brake is actuated, the lever arm rotates about the pivot point to pull the front brake cable, thereby actuating the front brake. 
     In another specific embodiment, an apparatus includes a first link of a linkage and comprising a first joint, a second joint, and a front brake cable attachment end, wherein the second joint connects to a first tab on a bicycle frame and is between the first joint and the front brake cable attachment end; a second link of the linkage connected to the first joint and comprising a first mount, opposite the first joint, for a disc brake; and a third link of the linkage and comprising a fourth joint and a second mount, opposite the fourth joint, for the disc brake, wherein the fourth joint connects to a second tab on the bicycle frame. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
       The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. In the drawings, 
         FIG. 1  illustrates a block diagram of an embodiment of the inventive braking system; 
         FIG. 2  illustrates bicycle having the inventive braking system according to an embodiment of the invention; 
         FIG. 3  illustrates a brake system according to an embodiment of the invention; 
         FIG. 4  illustrates a brake system according to another embodiment of the invention; 
         FIG. 5  illustrates a brake system according to another embodiment of the invention; 
         FIGS. 6 and 7  illustrate top views of a brake according to an embodiment of the invention; 
         FIGS. 8 and 9  illustrate top views of another brake according to an embodiment of the invention; 
         FIGS. 10-14  illustrate views of a slider assembly according to an embodiment of the invention; 
         FIGS. 15-19  illustrate views of a guide according to an embodiment of the invention; 
         FIGS. 20-22  illustrate cross section views of the slider assembly and guide according to different embodiments of the invention; 
         FIGS. 23 and 24  illustrate top views of another brake according to an embodiment of the invention; 
         FIG. 25  illustrates a side view of the slider assembly and guide according to a disk brake embodiment of the invention; 
         FIG. 26  illustrates a rear view of a released brake and a second brake actuator; 
         FIG. 27  illustrates a side view of the released brake and the second brake actuator; 
         FIG. 28  illustrates the rear view of the actuated brake and second brake actuator; 
         FIG. 29  illustrates a side view of the actuated brake and second brake actuator; 
         FIG. 30  illustrates a perspective view of the cantilever brake arm, slider assembly and guide; 
         FIG. 31  illustrates a rear view of the cantilever brake arm, slider assembly and guide; 
         FIGS. 32-33  illustrate top views of a brake according to an embodiment of the invention; 
         FIGS. 34-35  illustrate top views of a brake coupled to LEDs according to another embodiment of the invention; 
         FIGS. 36-37  illustrate top views of a brake coupled to brake signal transmitters according to another embodiment of the invention; 
         FIG. 38  illustrates a side view of a brake signal transmitter and an electronic shifting system; 
         FIG. 39  illustrates a side view of a rear hub brake; 
         FIG. 40  illustrates a side view of a rear hub brake used with an embodiment of the inventive braking system; 
         FIG. 41  illustrates a bottom view of a rear hub brake used with an embodiment of the inventive braking system; 
         FIG. 42  illustrates a side view of a rear hub brake used with another embodiment of the inventive braking system; 
         FIG. 43  illustrates a side view of a rear hub brake used with another embodiment of the inventive braking system; 
         FIG. 44  illustrates a side view of front disc brake being actuated in an embodiment of the inventive braking system; 
         FIG. 45  illustrates a side view of a rear hub disc brake used with another embodiment of the inventive braking system; 
         FIG. 46  illustrates a side view of a rear hub disc brake used with another embodiment of the inventive braking system; 
         FIG. 47A  illustrates a side view of a rear hub disc brake used with another embodiment of the inventive braking system; 
         FIG. 47B  illustrates a side view of a rear hub disc brake used with another embodiment of the inventive braking system; 
         FIG. 48A  shows a side view of a rear disc brake caliper in a first position of a sequence in an embodiment of the inventive braking system; 
         FIG. 48B  shows a side view of the rear disc brake caliper of  FIG. 48A  in a second position of the sequence; 
         FIG. 48C  shows a side view of the rear disc brake caliper of  FIG. 48A  in a third position of the sequence; 
         FIG. 49A  shows a side view of a rear disc brake caliper in a first position of a sequence in another specific embodiment of the inventive braking system; 
         FIG. 49B  shows a side view of the rear disc brake caliper of  FIG. 49A  in a second position of the sequence; 
         FIG. 49C  shows a side view of the rear disc brake caliper of  FIG. 49A  in a third position of the sequence; 
         FIG. 50A  shows a side view of a rear disc brake caliper in a first position of a sequence in another specific embodiment of the inventive braking system; 
         FIG. 50B  shows a side view of the rear disc brake caliper of  FIG. 50A  in a second position of the sequence; 
         FIG. 50C  shows a side view of the rear disc brake caliper of  FIG. 50A  in a third position of the sequence; 
         FIG. 51A  shows a side view of a rear disc brake caliper in a first position of a sequence in another specific embodiment of the inventive braking system; 
         FIG. 51B  shows a side view of the rear disc brake caliper of  FIG. 51A  in a second position of the sequence; 
         FIG. 53C  shows a side view of the rear disc brake caliper of  FIG. 51A  in a third position of the sequence; 
         FIG. 52  shows a side view of a rear disc brake caliper used with another embodiment of the inventive braking system; 
         FIG. 53  shows a side view of a rear disc braking system used with another embodiment of the inventive braking system; 
         FIG. 54  shows a perspective view of a rear disc braking system used with another embodiment of the inventive braking system; and 
         FIG. 55  shows a side view of a rear disc braking system used with another embodiment of the inventive braking system. 
     
    
    
     DETAILED DESCRIPTION 
     Reference will now be made in detail to the present embodiments of the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the description to refer to the same or like parts. With reference to  FIG. 1 , the present invention is directed towards a brake system  10  that can be used for bicycles and other vehicles supported by multiple wheels. The inventive braking system  10  that can include two or more brake mechanisms  15 ,  19 ,  23 ,  27 ,  31  that are actuated by one or more brake controls  11 , such as hand brake levers or foot brake pedals. When the user squeezes the one or more brake levers or steps on the foot brake pedal, a first brake actuator  13  actuates the first brake  15 . The friction force of a brake pad in the first brake  15  against a rotating structure then actuates a second brake actuator  17  coupled to the second brake  19  so that both brakes  15 ,  19  are engaged to slow or stop the vehicle. The first brake  15  that is directly controlled by the brake controls  11  can be any brake on a vehicle. 
     The inventive brake system can be used on any wheel supported vehicle having multiple brakes. For example, a two wheeled vehicle can include a front brake and a rear brake. The brake system on a three wheeled vehicle can include a front center brake, a left rear brake and a right rear brake. Alternatively, a three wheeled vehicle can include a left front brake, a right front brake and a center rear brake. On a four wheeled vehicle, the brake system can include a front left brake, a front right brake, a left rear brake and a right rear brake. 
     These brakes can be sequentially coupled in any order. For example, if the first brake  15  is the front brake, the brake control  11  can be coupled to the front (first) brake  15  by a front (first) brake actuator  13  and the front (first) brake  15  can be coupled to the rear (second) brake  19  by a rear (second) brake actuator  17 . Conversely, if the first brake  15  is the rear brake, the brake control  11  can be coupled to the rear (first) brake  15  by a rear (first) brake actuator  13  and the front (second) brake actuator  17  can be coupled between the rear (first) brake  15  and the front (second) brake  19 . In other embodiments, the vehicle may have left and right brakes. The first brake  15  can be the right brake and the second brake  19  can be the left brake. 
     It is also possible for the first brake to control multiple brake actuators  17 ,  25 . For example, a first (rear) brake  15  can be coupled to a second (front left) brake actuator  19  can control the second (front left) brake  19  and a third (front right) brake actuator  25  can control the third (front right) brake  27  of the vehicle. It is also possible to extend the number of sequential brakes. For example, the brake controls  11  can actuate the first brake actuator  13  which is coupled to the first brake  15 . The braking friction of the first brake  15  can actuate a second brake actuator  17  coupled to the second brake  19 . The braking friction of the second brake  19  can actuate a fourth brake actuator  21  coupled to a fourth brake  23 . Similarly, the braking friction of the third brake  27  can actuate the fifth brake actuator  29  coupled to a fifth brake  31 . This sequential brake actuator configuration can continue to three or more brakes. 
     The following description is primarily directed towards a two wheeled bicycle in which the first brake is the rear brake and the second brake is the front brake. However, these same designs and operating principles can be applied to any multiple wheeled vehicle and the scope of the application is intended to cover the inventive braking system applied to all multiple wheeled vehicle configurations. 
     Normal bicycle brakes include two hand levers which are used to individually control a front brake and a rear brake. A problem with existing brake systems is that the bicycle rider must be careful when applying the brakes because if the front brake is locked, the stopping force can flip the rider off of the bicycle. There are several techniques for efficient braking on a two-brake bicycle. The one most commonly taught is the 25-75 technique. This method entails supplying 75% of the stopping power to the front brake, and about 25% of the power to the rear. Since the bicycle&#39;s deceleration causes a transfer of weight to the front wheel, there is much more traction on the front wheel. However, excessive front braking force can cause skidding of the front tire which can cause the bike to flip forward over the front wheel and probably injury to the rider. Excessive rear braking force can cause skidding, but will not result in the bike flipping. 
     The present invention is directed towards a brake system and apparatus which allows the rider to quickly stop the bicycle or other vehicle very quickly, but prevents the front wheel from locking up or being slowed too quickly. The brake system is also compatible with existing brake designs and can be produced in a very economical manner so that bicycle riders will not have to pay a significant amount of money for these very important safety features. In an embodiment, the inventive brake system can be retrofitted onto existing bicycle brakes and in other embodiments, the inventive brake system can be incorporated into the designs of the brakes. 
     With reference to  FIG. 2 , a bicycle having the inventive braking system is illustrated. The bicycle  100  has a frame  101  on which a front wheel  107  and a rear wheel  105  are rotatably mounted. In an embodiment, one or two brake levers  102  are fastened on a handlebar  103  and the lever(s)  102  are connected to a rear brake actuator  140  which is coupled to a rear brake  104 . A front brake actuator  150  is coupled between the front brake  106  and the rear brake  104 . The rear brake  104  can include one or two inventive brake pad assemblies. When the rear brake  104  is actuated by the brake lever(s)  102  a portion of the rotating rear wheel  105  (or other braking surface) is compressed between two or more brake pads and the friction generated by the direct contact of the brake pad with the rotating braking surface slows the rotational velocity of the rear wheel. One or more of the brake pads in the rear brake  104  can include an inventive brake pad assembly. In response to the direct contact between the brake pads with the rotating braking surface, inventive brake pad assembly actuates the front brake actuator  150  which causes the front brake  106  to be applied to the front wheel  107  or other front wheel braking surface. When the rear brake  104  is released, the brake pad assembly is pulled away from the rear wheel  105  and the brake pad assembly releases the front brake actuator  150  which releases the front brake  106 . 
     If the braking occurs quickly, the weight of the rider can shift forward and the deceleration force applied by the front wheel  107  at the point of contact with the ground can cause the rear wheel  105  to be lifted from the ground. This loss of surface contact will reduce or eliminate the rotational force applied by the ground to the rear wheel  105 . Because the actuation force applied to the front brake  106  is proportional to the rotational force of the rear wheel  105 , the braking force applied to the front wheel  107  will also be reduced until the rear wheel  105  regains contact with the ground. The contact will generate a rotational force to the rear wheel  105  and the inventive brake pad assembly will be actuated again and apply more force to the front brake  106 . By automatically detecting the rotational force applied to the rear wheel  105  and adjusting the front brake  106  force proportionally, the inventive braking system and brake pad assembly prevents the front wheel  106  from skidding which allows the rider to remain in control of the bicycle even if excessive braking forces are applied. Since the front brake  106  force is controlled to the rear wheel rotational force  105 , a rider can increase the braking force by moving as much body weight over the rear wheel  105  as possible during braking. However, even if the rider shifts his or her weight forward while riding, hard braking will not cause the bicycle to stop in a manner that would flip the bicycle over the front wheel  107 . 
       FIG. 3  illustrates a brake system according to one embodiment of this invention. The brake system can include a brake lever(s)  202 , a first brake actuator  203 , a first brake which can be a rim brake  206   a , a disk brake  206   b  or other type of brake, a second brake actuator  250  and a second brake which can be a rim brake  206   a , a disc brake  206   b  or any other brake mechanism. When the brake lever  202  is squeezed, it transfers a braking force to the first brake actuator  203  which applies the first brake  206   a  or  206   b . The friction force of the brake pad assembly in the first brake  206   a ,  206   b  transmits a braking force to the second brake actuator which actuate the second brake  208   a  or  208   b.    
       FIG. 4  illustrates a brake system according to another embodiment of this invention. The brake system may include two brake levers  302   a ,  302   b , a first brake actuator  309 , a first brake  304 , a second brake actuator  350  and a second brake  306 . In this embodiment, two brake levers  302   a ,  302   b  are used to actuate the first brake  304 . In an embodiment, the first brake actuator  309  can be a cable that can be split into a first brake cable  309   a  and a second brake cable  309   b . This configuration divides the first brake actuation force between the first brake cable  309   a  and the second brake cable  309   b  which are respectively pulled by a first brake lever  302   a  and a second brake lever  302   b . In this configuration, a rider may use both hands to apply brake forces on the two brake levers  302   a ,  302   b  to actuate the rear brake  304 . 
     However, the operator can still use either one of the two brake levers  302   a ,  302   b  alone and individually to actuate the first brake  304 . When the first brake is actuated, the movement of one or more of the brake pads in the inventive brake pad assembly will actuate the second brake actuator  350  which transfers a brake force to the second brake  306 . Although, caliper brakes  304 ,  306  are illustrated, any other type of brake can be used. 
     In some embodiments, the brake actuators can be brake cables surrounded by brake cable housings. The brake actuators can be actuated by pulling the cables through the brake cable housing, such that the brake cable is under tension and the brake cable housing is under compression. The brakes can be actuated by either pulling the brake cables away from the brake or pushing the brake cable housing towards the brake. With reference to  FIG. 5 , in an embodiment, two brake levers  302   a  and  302   c  can be coupled to a first brake actuator that includes a brake cable  309  and a brake cable housing  310  that surrounds a portion of the brake cable  309 . The brake lever  302   a , can be coupled to the brake cable  309  such that when actuated, the brake cable  309  is pulled towards the brake lever  302   a  and away from the first brake  304 . The brake lever  302   c  is coupled to the brake cable housing  310 . When the brake lever  302   c  is actuated, the brake cable housing  310  is pushed towards the first brake  304 . Again, the brake levers  302   a ,  302   c  can be operated independently to actuate the rear brake  304 . The friction force against one or more of the rear brake pads can actuate the second brake actuator  350  which transmits a brake force to the second brake  306  helping to stop the vehicle. 
     With reference to  FIG. 6 , a top cross sectional view of an embodiment of a first brake  401  having the inventive brake assembly  414  is illustrated. The brake  401  can include a slider assembly  403  and a guide  407  that are coupled to an arm  404  of the first brake  401 . The brake pad assembly  414  can include a slider assembly  403  that can slide within the guide  407 . The brake  401  can be mounted around a portion of the first wheel with the brake pads  402  aligned on opposite sides of a first wheel rim  411 . When the vehicle moves forward, the upper portion of the rim  411  also moves forward. The brake  401  can have two brake pads  402 . In an embodiment, the brake pad  402  on the right side is coupled to a slider assembly  403  that moves within a guide  407 . The guide  407  can be coupled to a mounting rod  410  which is secured to the brake arm  404 . The slider assembly  403  can include a brake pad  402  which can be compressed against the rotating rim  411 . The brake pad assembly  403  can also include a layer of lubricious material  412  such as Nylatron, Teflon, graphite or other low coefficient of friction and high compression strength materials. Alternatively, the brake assembly  403  components can be made of these low friction materials. 
     The orientation of the slider assembly  403 , brake pad  402  and guide  407  on the bicycle can depend upon the position of the brake  401  on the wheel. If the brake  401  is located on the upper half of the rim  411 , the described and illustrated positions are correct. However, if the brake is on the lower half of the rim  411 , the “front” and “back” of the bicycle can be reversed. 
     The slider assembly  403  can also be coupled to a second brake actuator. In an embodiment, the second brake actuator can be a cable  122  having an end fitting  124  which can have a stepped cylindrical design with a first smaller diameter and a larger end diameter. The fitting  124  can engage an open hole coupling mechanism  132  on the slider  403 . The hole in the coupling mechanism  132  can be slightly larger than the first smaller diameter and smaller than the larger end diameter so that the fitting  124  is securely connected to the coupling mechanism  132 . 
     The guide  407  can have a feature that engages the end of a brake cable “noodle”  126  which is rigid section of tubing that functions as a low friction guide for the brake cable  122 . In an embodiment, the guide  407  can have a counter bored recess which has an inner diameter that is slightly larger than the outer diameter of the end of the noodle  126 . In other embodiments, the end of the noodle  126  can be inserted into a ferrule that can be a metal or plastic piece that surrounds the outer diameter and end of the noodle  126  and has a hole for the brake cable  126  to protrude through. 
     The guide can also have a threaded mechanism that allows the brake pads  402  of the second brake to be adjusted in the released state by effectively controlling the length of the second brake cable housing  128 . In an embodiment, the brake cable housing  128  includes a barrel adjuster which allows the user to effectively adjust the length of the cable housing  128 . If the brake is too tight and additional clearance is required, the barrel adjuster is adjusted to effectively shorten the cable housing  128  length. Conversely, if the second brake is too loose, the barrel adjuster can be adjusted to effectively lengthen the cable housing  128  length. The barrel adjuster can be located at any portion of the brake cable housing  128 , including at the intersection with the inventive brake pad assembly. The brake pads  402  will rest close to the second rim if the cable housing  128  is lengthened and conversely, if the brake cable  126  is shortened, the brake pads  402  on the second brake will rest farther away from the rim  411  in the normal open position. 
     The other end of the noodle  126  opposite the side in contact with the guide  407  can be connected to an end of the brake cable housing  128 . The end of the noodle  126  can include an outer sleeve that surrounds the outer diameter of the cable housing  128  and an inner edge that engages the end of the brake cable housing  128 . The noodle  126  can allow the brake cable  126  to bend so that the brake cable can be directed in any desired direction, preferably towards the second brake. In an embodiment, another noodle can be coupled to the second brake and used to direct the brake cable  128  in the desired direction. The end of the brake cable  128  can be secured to the second brake with a “pinch bolt” mechanism which surrounds and secures the brake cable  128  to the second brake. In other embodiments, noodles may not be necessary and the brake cable housing  128  may be in direct contact with the first brake guide  407  and/or the second brake. The cable housing  128  can extend the entire length of the brake cable  126  or only be used over one or more sections of the brake cable  126 . For example, in many bicycles, the cable housing  128  may be secured to stationary stops coupled to the ends of the top tube and the bare brake cable  128  may extend along or inside the top tube. If the second brake cable  128  is used to actuate a mechanical front disk brake, the second brake cable  128  can extend down an arm of the front fork. 
     The brake pad  402  on the left side of the rim  411  can be a normal brake pad. In an embodiment, the brake pad  402  is coupled to a threaded mounting rod  410  that extends away from the braking surface. The brake pad  402  can be secured to the brake arm  404  by tightening a nut  408  that is screwed onto the mounting rod  410 . In this configuration, the brake pad  402  coupled directly to the threaded mounting rod  401  remains stationary relative to the arm  404  when the rear brake  401  is actuated. When the brake  401  is not actuated, the brake pads  402  are pulled away from the rim  411  by springs in the brake  401 . In other embodiments, the brake pads can both have the inventive brake pad  414  assemblies. 
     With reference to  FIG. 7 , the first brake  401  is coupled to a brake actuator which can be a brake lever(s). When the lever(s) is actuated, the inventive brake pad assembly  414  is pressed against the rim  411  of the wheel (or a rotating disk brake) coupled to the wheel to slow or stop the rotation. The rim brake pad  402  of the inventive brake pad assembly  414  can have an elongated shape like a normal brake pad. The slider assembly  403  and guide  407  are aligned with the brake pad  402  and rim  411  so that the movement of the slider  403  and brake pad  402  are also aligned with the rim  411  of the wheel. 
     When the first brake  401  is actuated, the slider assembly  403  and brake pad  402  are pressed against the rotating rim  411  and the movement of the rim  411  causes the slider assembly  403  and brake pad  402  to slide forward in the guide  407  towards the front of the bicycle. The coupling mechanism  132  is connected to the fitting  124  on the end of the brake cable  122 . The movement of the slider assembly  403  will be greater than the spring force of the second brake and will cause the brake cable  122  to be pulled in tension. The noodle  126  is coupled to the guide  407  and the tension on the brake cable  122  will result in compression of the noodle  126  and the brake cable housing  128 . The brake cable  122  and housing  128  are also coupled to the second brake. The movement of the brake cable  122  within the housing  128  will actuate the second brake. 
     The brake cable  122  tension force can be proportional to the friction force of the brake pad  402  against the moving rim  411 . A higher braking force applied to the first brake will result in a higher braking force applied to the second brake through the brake cable  122 . 
     However, if the rim  411  loses traction with the road, the rim  411  may stop rotating and the friction force that creates the force that pulls on the brake cable  122  and the brake force applied to the second brake are reduced until the rim  411  regains traction and begins to rotate again. Since the rim  411  may lose traction when excessive braking is applied to the front brake the rear wheel is starting to lift off the ground, this system effectively functions as an anti-locking brake system. 
     With reference to  FIG. 8 , in an embodiment, the second brake actuator can be brake cable  122  in a brake cable housing  128 . The brake cable  122  can have an end fitting  124  which is attached to the guide  406  at a coupling mechanism  144 . The end of the brake cable housing  128  can butt up against a tab  142  coupled to the slider assembly  405 . This is similar to the brake pad assembly illustrated in  FIGS. 6 and 7 . However, the action is reversed since the brake cable  122  can be coupled to the guide  406  and the brake cable housing  128  can be coupled to the slide assembly  405 . The compression of the brake cable housing holds the brake pad assembly towards the back of the guide while the brake is in the open position. 
     With reference to  FIG. 9 , when the first brake is actuated, the brake pad assembly  405  is pressed against the moving rim  411  and the friction force causes the brake pad assembly  405  to move forward. This movement causes the brake cable housing  128  to be compressed. Although the guide  406  and brake cable  128  may not move, the movement of the brake cable housing  128  results in tension in the brake cable  122  which actuates the second brake. The pushing force on the brake cable housing  128  due to the braking friction is greater than the front brake spring force, the brake cable housing  128  is compressed and the front brake cable  122  is pulled in tension. If the rim  411  stops rotating due to a lack of contact with the road, the slider  405  and brake cable housing  128  will no longer be pushed forward. This reduced force in the brake cable  122  and brake cable housing  128  will reduce the braking force on the second brake until the rim  411  regains traction on the road and starts rotating again. The brake configuration illustrated in  FIGS. 8 and 9  may not require a noodle to direct the second brake cable  122  from the rear brake to the front brake. 
     In an embodiment, the inventive brake pad mechanism assemblies can be a direct replacement for the existing brake pads. The brake pad can be very similar to the known brake pads.  FIGS. 10-14  illustrate different views of an embodiment of the slider assembly  403 .  FIG. 10  illustrates an inner side view,  FIG. 11  illustrates a back view,  FIG. 12  illustrates a top view,  FIG. 13  illustrates a front view and  FIG. 14  illustrates an outer side view of the slider assembly  403 . Rather than being molded around a brake support structure or placed in a brake shoe, the brake pad  402  can be molded around a slider  403  which slides within a guide. In other embodiments, the brake pad  402  can be inserted into a brake shoe that holds the brake pad in the required position on the slider assembly  403 . 
     The slider assembly  403  can include a slide portion  413  that engages a corresponding slot in the guide. In this embodiment, the slide portion  413  can have a “T” shape. In other embodiments, the slide portion  413  can be any other shape that can be held in a corresponding slot. The slider assembly can also include an open hole coupling mechanism  132  that can be securely connected to the brake actuator. Because the slide portion  413  is in physical contact with the guide, a film or sheet or the entire slider can be made of a lubricious material such as: Nylatron, Teflon, graphite or other low coefficient of friction and high compression strength materials can be attached to the sliding  451  surface(s) of the slider  403  and/or guide. In other embodiments, the entire slide portion  413  or the slider assembly  403  can be made of a lubricious material. 
     The coefficient of friction of the brake pad  402  sliding against the rim can depend upon the brake pad  402  and rim materials. The rim can be made of aluminum, carbon fiber, plastic, titanium, steel, and other alloys. The brake pad  402  can be a plastic, rubber or other high coefficient of friction material that can molded around a slider  403  or attached in any other suitable manner to a brake support structure. The brake support structure prevents the brake pad  402  from deforming while it is compressed against the rim. The slider brake support structure and brake pad  402  can also be configured to apply uniform pressure to the contact areas where the brake pads contact the rim or other braking surface such as a disk brake. 
     Different views of an embodiment of the guide  407  are illustrated in  FIGS. 15-19 .  FIG. 15  illustrates an inner side view,  FIG. 16  illustrates a back view,  FIG. 17  illustrates a top view,  FIG. 18  illustrates a front view and  FIG. 19  illustrates an outer side view of the guide  407 . The guide also has a groove  452  that the sliding portion of the slider assembly moves within. The rear end of the guide  407  can include a slot  454  and a recessed area  456  for holding an end of a noodle or a brake cable housing. The guide  407  can include a mounting rod  410  to secure the guide  407  to a brake arm. The rod  410  can be cylindrical and have a smooth surface. In other embodiments, the outer diameter of the rod  410  may be threaded. In other embodiments, any other type of attachment mechanism can be used to secure the brake to the guide. For example, the guide  407  may have a threaded hole which allows a bolt to be screwed into the hole to secure the guide to the brake. The assembled brake pad assembly with the slider assembly  403  and the guide  407  can be similar in size to a conventional brake pad. 
       FIGS. 2-19  illustrate the slider as having an inverted “T” portion which slides within a corresponding inverted T shaped groove formed in the guide. The sliding portions can be the lower flat portion of the inverted T as well as the surfaces of the guide that are closest to the slider. Each of these sliding surfaces can be used with a lubricious material to minimize the sliding friction. In other embodiments, any other sets of sliding surfaces can be used as shown in the exemplary cross section illustrations. Various other configurations are available for the slider and guide as shown in  FIGS. 20-22 .  FIG. 20  illustrates a cross section of an embodiment of the brake pad assembly having a guide with a “T” cross section groove  460  and a slider assembly having a corresponding “T” shaped groove  465 .  FIG. 21  illustrates a guide  407  having a tapered groove  461  and a slider assembly having a corresponding sliding portion  466 .  FIG. 22  illustrates a guide having a “V” groove  462  and a slider assembly having a corresponding slider portion. Various other slider groove combinations are contemplated. 
     With reference to  FIGS. 23 and 24 , in other embodiments, it is also possible to apply the described rear brake assembly to a hydraulic brake system. Rather than a cable pulling system, the rear brake assembly can be coupled to a hydraulic cylinder  471  filled with hydraulic fluid  475 . The cylinder  471  can be coupled to the guide  407  and the slide assembly  403  can be coupled to a piston rod  479  that is attached to a piston  473  that can move within the cylinder  471 . One end of the brake hydraulic tubing  477  is coupled to a cylinder  471  and the opposite end is coupled to the second brake. With reference to  FIG. 23 , a spring in the second brake pressurizes the hydraulic fluid  475  pressing the piston  473  towards the back of the cylinder  471 . The hydraulic brake system can be a disc brake or a rim brake (cantilever, V-brake, etc.) In the normal position, the brake shoe  402  is not in contact with the rim  411  or disk brake. 
     With reference to  FIG. 24 , in the braking position the brake pads  402  are pressed against the moving rear rim  411  or disk brake. The slider  403  moves forward due to the friction of the brake pad  402  against the rim  411 . The slider  403  pushes the rod  479  and the piston  471  within the cylinder  471  pressuring the hydraulic fluid  475 . The pressurized hydraulic fluid  475  exits the cylinder  471  and flows through the hydraulic tubing  477  to actuate the second hydraulic brake. If the rim  411  stops rotating due to a lack of contact with the road, the friction force and the force moving the slider  403  forward will decrease. The forces on the piston  473  will decrease and the hydraulic fluid  475  pressure will also decrease. This reduced hydraulic fluid  475  pressure in the hydraulic tubing  477  will reduce the braking force on the second brake until the rim  411  regains traction on the road and starts rotating again. 
     With reference to  FIG. 25  an embodiment of the brake pad assembly  510  is illustrated. In many bicycles, hydraulic systems are used with disk brakes. Because the disk brakes use a disk rotor  509  rather than a rim as the braking surface, the brake pad  502  can be any geometric shape that provides sufficient surface area to stop the rotation of the disk rotor  509 . Because the disk brake pad  502  is located much closer to the center of rotation, the radial position of the disk brake pad  502  may shift as the slider  503  moves within the guide  507  if the path is linear. In an embodiment, the slider assembly  503  and guide  507  can be configured with an arched path that matches the disk rotor. This configuration may allow the disk brake pad  502  to maintain a constant radial position against the brake rotor  509  regardless of the position of the slider assembly  503  within the guide  507 . In the disk brake embodiment, the second brake actuator can be a brake cable in a brake cable housing, a hydraulic system or any other braking mechanism that can be actuated by the movement of the slider assembly  503  in the guide  507 . 
     In other embodiments, the brake shoe slider assembly structure can be used for various other purposes. For example, the brake shoe slider assemblies can be coupled to springs which can provide smoother braking actuation. In this embodiment, both brake shoes of a brake mechanism can have brake shoe/slider assemblies that move within guides on opposite sides of the rim. In the normal open position, the springs are fully extended and the sliders are towards the back of the guides. When the brake is actuated, the brake pads are compressed on opposite sides of the rim and the brake pad/slider assemblies are moved in the guides to compress the springs. This spring motion can provide more uniform braking. If there are rough spots on the rim, the brake pad will have a higher coefficient of friction and tend to compress the spring more. If there are smoother sections of the rim, the coefficient of friction will decrease and the spring can expand. The compression of the spring will tend to absorb the braking force and the spring extension will tend to release the braking force. The overall effect is a smoother braking feel for the rider. 
       FIGS. 26 and 28  respectively illustrate a rear cantilever brake and a transmission device according to another embodiment of this invention.  FIG. 26  illustrates the rear view of a cantilever brake in the open position with the brake pads  907   a ,  907   b  away from the wheel  905 .  FIG. 28  illustrates the rear cantilever brake in the actuated position with the brake pads  907   a ,  907   b  against the wheel  905 . In this embodiment, a transmission device is also integrated into the cantilever type brake. A rear cantilever brake  904  can include two brake arms  904   a ,  904   b  and the second brake actuator brake assembly  906  can be integrated into either one or both of the two brake arms  904   a ,  904   b . The brake arm  904   a  can be pivotally connected with a seat stay  901   a  which is part of the bicycle frame and the brake arm  904   a  can rotate about a pivot axis  903   a . The brake arm  904   b  can be pivotally connected with a seat stay  901   b  and the lower end can rotate about a pivot axis  903   b . A first brake actuator can be a first brake cable  908  that slides within a noodle  909 . The first brake cable  908  can be coupled to the first brake arm  904   a  and the noodle  909  can be coupled to the second brake arm  904   b  by a bracket  909   a . When actuated, the brake arms  904   a ,  904   b  are squeezed towards each other and this inward rotation actuates their respective brake pads ( 907   a ,  907   b ) to be pressed against the rear wheel  905 . The brake arms  904   a ,  904   b  can each be coupled to springs which rotate the brake arms  904   a ,  904   b  away from the wheel  905  as illustrated in  FIG. 26  when the first brake cable  908  is not actuated by a brake lever. 
     With reference to  FIG. 28 , when the first cantilever brake  904  is actuated, the two brake arms  904   a ,  904   b  are pulled towards each other by the movement of the brake cable  908  and the noodle  909 , such that their respective brake pads  907   a ,  907   b  are pressed against the wheel  905  to slow the rotation of the wheel  905 . The second brake actuator device  906  can consist of a guide  906   a  and a slider  906   b . The friction force of the brake pad  907   a  against the rotating wheel  905  causes the slider  906   b  to move within the guide  906   a  to move the second brake actuator. When the brake lever is released, the two brake arms  904   a ,  904   b  of the first cantilever brake  904  return to their respective open positions as illustrated in  FIG. 26  by the torsion spring force. 
       FIG. 27  illustrates a side view of the rear cantilever brake and the transmission device as illustrated in  FIGS. 26 and 29  illustrates side views of the first brake and the second brake actuator as illustrated in  FIG. 28 . An operation mechanism of the rear cantilever brake&#39;s right half is further described below with reference to  FIGS. 27 and 29 . In the illustrated embodiment, an L-shaped bracket  910  can be secured to the brake arm  904   a  and an opposite end of the bracket  910  can be coupled to the second brake actuator which can be a brake cable housing  911  which surrounds the brake cable  911   a . The brake cable  911   a  can be coupled to the slider assembly  906   b  and the brake pad  907   a  can be a component of the slider assembly  906   b . The slider assembly  906   b  can be slidably connected to the guide  906   a  which allows the slider assembly  906   b  to slide along a direction  920 . The direction  920  is generally in parallel with the pivot axis  903   a.    
     When the second brake actuator  906  is not actuated as illustrated in  FIG. 27 , the brake pad  907   a  is not in contact with the wheel  905  and the brake cable  911   a  is not pulled by the slider assembly  906   b  to actuate a second brake. In an embodiment, the first bake can be the rear brake and the second brake can be the front brake  106  of a bicycle as illustrated in  FIG. 2 . 
     With reference to  FIG. 29 , when the second brake actuator  906  is actuated, the second brake cable  911   a  is pulled by the slider assembly  906   b  due to the friction of the brake pad  907   a  against the wheel  905 . The second brake cable  911   a  can be coupled to a second brake which is actuated by the pulling of the second brake cable. When the first brake is released and the second brake actuator  906  is released, the slider assembly  906   b  is pulled by the brake cable  911   a  towards the brake cable housing  911  and the second brake actuator returns to an original position as illustrated in  FIG. 27 . 
       FIG. 30  illustrates a perspective view of a slider assembly  906   b , guide  906   a  and brake arm  904   a  and  FIG. 31  illustrates a front view of the slider assembly  906   b , guide  906   a  and brake arm  904   a . As shown in  FIG. 31 , the brake pad  907   a  is secured to the slider assembly  906   b  and the guide  906   a  is fastened to the brake arm  904   a . The slider assembly  906   b  and brake pad  907   a  are slidably connected with the slider guide  906   a . The guide  906   a  can have two stop members ( 906   a   1  and  906   a   2 ) that restrict the movement of an extension member  906   b   1  of the slider assembly  906   b  such that the slider assembly  906   b  may only slide back and forth along the direction  920  within a limited region of the guide  906   a . With this limited movement region, the slider assembly  906   b  may not overly pull the brake cable  911   a  beyond a predetermined range of motion. 
     The guide  906   a  and slider assembly  906   b  can be made from metallic materials, which could provide low friction sliding surfaces. In an embodiment, the slider assembly  906   b  is made from brass or other alloy of copper, and the slider guide  906   a  is made from bronze or other alloy of copper. The guide  906   a  may be oil-impregnated such that the slider assembly  906   b  can be slid along the slider guide  906   a  with an even low friction. In other embodiments, the guide  906   a  and slider assembly  906   b  can be made from high strength lubricious plastic materials. 
     In other embodiments, various other functional mechanisms can be coupled to the inventive brake pad, slider and guide assemblies. With reference to  FIGS. 32 and 33 , an embodiment of the brake pad assembly includes springs  381  that resist the movement of the slider assemblies  383  in the guides  385  during braking.  FIG. 32  illustrates the brake  380  in the open position with brake pads  402  pulled away from the rotating rim  411 .  FIG. 33  illustrates the brake  380  in the braking position with the brake pads  402  pressed against the rotating rim  411 . The friction force of the brake pads  402  against the rim  411  causes the springs  381  to be compressed. The spring movement can prevent the brake  380  from locking up the rotating rim  411  if the rider actuates the brake  380  with too much force. The compression of the springs  381  can smooth the braking forces applied to the rim  411 . 
     In still other embodiments, the inventive system can be used for other purposes. For example, with reference to  FIGS. 34 and 35 , the system can be a component of an electrical system. A piezo electric mechanism  391  can be coupled to the slider assembly  393  and guide  395 . The piezo electric mechanism  391  can produce electricity when compressed. An LED  397  can be coupled to the piezo electric mechanism  391  by electrical conductors  396  such as wires. In the open position illustrated in  FIG. 34 , the brake pads  402  are away from the rim  411  or disk and the piezo electric mechanism  391  does not produce electricity and the LED  397  is not illuminated. With reference to  FIG. 35 , the slider assembly  393  compresses the piezo electric mechanism  391  which generates electricity which can be coupled to the LED  397 . The LEDs  397  may face towards the back of the bicycle so that when the bicycle brakes are applied, the illuminated red LEDs can indicate that the bicycle brakes are applied. 
     With reference to  FIG. 34 , in other embodiments, the slider  393  can be coupled to a switch  392  and a battery  394 . When the brake is open, the switch  605  can be open and the battery  394  can be disconnected from the LED  397  which will not be illuminated. With reference to  FIG. 35 , when the brake is actuated, the braking can cause the brake pad  402  to close the switch  392  which can connect the battery  394  to the LED  397  which then produces light. In an embodiment, the LEDs  397  can be red in color and may be facing the back so they are visible to people behind the bicycle. The illuminated red LEDS can indicate that the bicycle is braking. In other embodiments, the LED can be white or any other color and can be pointed in any direction. The system can be used as a supplemental power source for the headlight. When the brakes are applied, the piezo electric switch can increase the power output of a headlight. Thus, when riding normally, the lights can be lower and when the brakes are applied, the light power can be increased for higher visibility at a stop sign or during braking. 
     In an embodiment with reference to  FIGS. 36 and 37 , the inventive brake system can be coupled to a brake signal transmitter  399 . The piezo electric mechanism  391  can be coupled to a brake signal transmitter  399 . With reference to  FIG. 38 , when the brake is open, the piezo electric mechanism  391  does not produce electricity and the brake signal transmitter  399  may not transmit an output signal. With reference to  FIG. 39 , when the brakes are applied, the piezo electric mechanism  391  can be compressed and emit an electrical signal which is used by the brake signal transmitter  399  to emit a brake signal. 
     In other embodiments, the brake signal transmitter  399  can be connected to an electrical switch  392 , a power supply  394  and brake signal transmitter  399  which can be an RF transmitter or any other signal output device. With reference to  FIG. 36 , when the brake is open, the electrical switch  392  is disengaged and the electrical power is not transmitted from the power supply  394  which can be a battery to the brake signal transmitter  399 . With reference to  FIG. 37 , when the brakes are actuated, the brake pad  402  can actuate the switch  392  causing electrical power to be transmitted from the power supply  394  to the brake signal transmitter  399 . 
     In other embodiments, the brake signal can be coupled to an electronic gear shifting system. With reference to  FIG. 38 , a bicycle gearing system  500  is illustrated. Bicycles typically include multiple gears that control the ratio of pedal rotation of a crank  501  to rear wheel  411  rotation. Lower gears provide lower rotation of the rear wheel  411  per each crank  501  rotation and higher gears provide a higher rotation of the rear wheel  411  per crank  501  rotation. The number of gears available is typically the number of gears on a rear cluster  507  that is coupled to the rear wheel  411  times the number of gears  509  on a front crank  501 . For example, in the illustrated embodiment, the rear cluster  507  can have 5-11 gears and the front crank  501  can have 2 or 3 gears. A bicycle having a  5  gear rear cluster  507  and a three gear crank  501  will have a total of 15 gears. A chain  511  can run over any combination of the front and rear gears to provide different gearing to the bike. By changing the position of the chain  511  on the rear cluster  507  and the crank  501 , the rider can change the rotational ratio of the cranks and the rear wheel. In an embodiment, the rider can select a gear through a shift controller  503  and the electronic system  505  will shift the chain  511  to the selected gears by adjusting a front derailleur  513  and a rear derailleur  515 . However, in order to properly shift gears, the rider must be pedaling since shifting of the chain  511  cannot occur when the crank  501  is not rotating. 
     The rider is typically not pedaling when the brakes  104  are applied. The brake can be coupled to a brake signal transmitter  399  which can transmit a brake signal to the electronic system  505  when the brakes are applied. The brake actuation signal can indicate that the crank  501  is not rotating and the electronic system  505  should not attempt to shift the gears by controlling the front derailleur  513  or the rear derailleur  515 . In an embodiment, the electronic system  505  can delay the shift until the brakes have been released and the brake signal transmitter  399  does not emit the brake signal. 
     In other embodiments, the inventive braking system  500  can be used with an electronic gear shifting system that can be configured to adjust the gearing ratio lower for hills and slower riding speeds and increase gearing ratio for descents and faster riding speeds. The application of the brakes can be used as a gear shift signal to automatically make adjustments to the gear ratio. For example, when a rider is braking on a flat section and the rider applies the brakes, this braking is usually in response to a stop sign or light. If the rider slows his or her speed significantly, the electronic shifting system can adjust the gearing to be lowered so that the rider will be able to pedal the bicycle from a stopped position. It can be very difficult to start moving a bicycle that is in a high gear when the bicycle is stationary. 
     In an embodiment, it may be possible to shift gears based upon the actuation and duration of the braking. If the brakes are applied the system may downshift and the number of gears shifted may be proportional to the force and duration of the braking. A long and hard braking can cause the gears to shift to a lower gear so that the rider can be in a low gear when pedaling resumes. Thus, a short and light brake actuation may result in a single lower gear shift. In contrast, a longer and harder brake actuation may result in a multiple gear shift to a significantly lower gear. In an embodiment, it may be possible to transmit signals to the shift mechanism through the brake levers. For example, the decrease in the gear shift can be indicated by the number of brake taps, two taps of the brake lever can result in downshifting by two gears. Similarly, five taps of the brake lever can result in a five gear downshift. 
     After the inventive brake pad assemblies have been used for a significant period of time, the brake pads will need to be replaced. In an embodiment, the present invention can be directed towards the repair kit for the brake pad assembly  403  illustrated in  FIGS. 10-14 . If the only worn component is the brake pad  402 , a basic repair kit may only include the brake pad  402 . The user can remove the worn brake pad  402  from the slider assembly  403  and attach the new brake pad  402  to the slider assembly  403 . In some embodiments, a fastener such as a screw may be used to secure the brake pad  402  to the slider assembly  403 . 
     In other embodiments, the brake pad  402  may be integrated into the slider assembly  403  and when the brake pad  402  needs to be replaced, the slider assembly  403  may also be replaced. In this embodiment, the repair kit may include the slider assembly  403  that includes the brake pad  402 . If the actuation of the brake pad assembly  403  has worn the sliding portions of the guide  407  (illustrated in  FIGS. 15-19 ), a repair kit can include both the slider assembly  403  and the guide  407 . It is also possible that the lubricious material may need to be replaced periodically. The brake pad assembly may include some spare sliding surface materials which can be used as replacement parts. 
       FIGS. 39-52  show various specific embodiments of a hub and disk brake system and apparatus. The inventive brake system and apparatus are related to an anti-locking system for bicycles and other wheeled vehicles such as motorcycles. In an embodiment, the brake system includes a rear wheel hub type brake. With reference to  FIG. 39 , a rear hub brake  4100  is illustrated that can include an axle  4105  that extends through the rear brake hub and secures the rear hub to the rear drop outs  4110  of the bicycle frame  4115 , a hub brake mechanism  4120  that is at the center of the rear wheel that rotates around the rear axle, a brake arm  4130  on the left side of the hub brake that does not rotate and is coupled to the left chain stay  4135  of the bike frame and a brake actuator  4140  which is coupled to a rear brake cable  4145 . When the rear brake cable is tensioned, the actuator is pulled forward and the hub brake is actuated. 
     As discussed in copending patent applications assigned to the applicant, the basic principle of the anti-locking brake system is that the user only actuates the rear brake and a front brake actuator is coupled directly between the rear brake and the front brake. Thus, the user does not have the ability to independently actuate the front brake. When the rear brake is actuated, the friction force between the rear tire and the ground actuates the front brake actuator which causes the front brake to stop or slow the front wheel. 
     With reference to  FIG. 40  a side view of a rear hub brake  4200  used with the inventive system is illustrated. The rear brake cable  4205  and rear brake cable housing  4210  are coupled to a rear brake actuator  4215  such that when the rear brake cable is tensioned, the rear brake is actuated. However in this embodiment, the rear hub lever is connected to the front brake cable  4220  having front brake cable housing  4221  but is not connected to the left rear chain stay  4225 . Thus, the friction force of the rear brake causes the rear brake hub to rotate counter clockwise and the movement of the rear brake lever tensions the front brake cable. If the rear tire skids, tension on the front brake cable will be reduced which will release the tension on the front brake cable preventing the front brake from locking. 
     In the embodiment illustrated in  FIGS. 40 and 41 , the rear brake cable extends through a noodle  4230  that is attached to the bottom of the bottom bracket  4235 . The noodle is attached to a load bearing strap  4240  which is secured around the down tube  4245  so that tension on the front brake cable will not cause the noodle to move relative the frame and bottom bracket. The noodle may also be attached to the left chain stay so that the back portion of the noodle is held in alignment with the rear brake lever and away from the rear tire and wheel. There can be an alignment strap  4242  to facilitate the alignment with the rear brake lever. 
     In another embodiment shown in  FIG. 42 , the rear brake lever  4410  will rotate within a limited range. If the rear brake lever rotates too far, it will hit a stop  4415  that will prevent further rotation. The stop can be a structure coupled to the rear portion  4420  of the left chain stay  4425 . If the front brake cable  4430  breaks, the rear hub may continue to rotate counter clockwise and the rear brake may no longer function. Thus, the stop prevents the failure of both the front and rear brakes in the event that the front brake cable breaks or becomes disconnected from the front brake. 
       FIG. 43  illustrates another embodiment of the rear hub brake system. The rear brake cable  4505  and housing  4510  extend under the left rear chain stay  4515  and actuates the rear hub brake  4520 . When the rear brake is actuated the friction of the rear tire  4525  against the ground causes the rear hub brake lever  4530  to rotate counter clockwise. The front brake cable  4535  is coupled to the hub brake lever and the front brake housing  4540  is coupled to the left chain stay. The front brake cable and front brake cable housing may be approximately perpendicular to the chain stay. The movement of the hub lever tensions the front brake cable and compresses the front brake cable housing which actuates the front brake  4605  shown in  FIG. 44 . 
     In the hub brake embodiment, the rear hub lever must rotate within a limited range. This component may normally be rigidly coupled to the rear dropouts of the frame. The rear hub may need to be modified with a thrust bearings or bushings that allow for low friction rotation between the dropouts and the hub brake. 
     In a specific embodiment, there is a lever or rear hub brake lever. The lever is connected to the rear hub brake. There is a first cable clamp  4545  on or at an end the lever that secures an end of the rear brake cable. An opposite end of the rear brake cable is connected to a rear brake lever. This specific embodiment further includes a second cable clamp  4550  on the lever. The second cable clamp secures an end of the front brake cable. An opposite end of the front brake cable is connected to a front brake. When the rear hub brake is actuated by the rear brake lever, the lever rotates to pull the front brake cable, thereby actuating the front brake. 
     There can be a first cable stop  4555  on the lever. The first cable stop may include a socket, and an opening. The socket receives an end of a rear brake cable housing for the rear brake cable, and the rear brake cable passes through the opening to the first cable clamp. 
     There can be a second cable stop  4560  connected to the left chain stay of the bicycle having the rear hub brake. The second cable stop includes a socket, and an opening. The socket receives an end of a front brake cable housing, and the front brake cable passes through the opening to the second cable clamp. 
     The lever may be permitted to rotate about the rear hub brake to actuate the front brake. The lever may be permitted to rotate within a limited range to actuate the front brake. The lever may rotate in a counter clockwise direction to pull the front brake cable. The front brake may include a disc brake. 
     In other embodiments, a similar anti-locking braking system can be used in a disk brake configuration. With reference to  FIG. 45 , a rear portion of a bike is illustrated with a rear disk brake  4705 . The rear disk brake is mounted on a rear brake structure  4710  that rotates about a pivot point  4715  around the rear hub so that any counter clockwise rotation will keep the brake in proper alignment with the rear disk. The rear brake structure can include threaded mounting holes  4720 A and  4720 B for the rear disk brake and a lever arm  4725  that can extend under the left rear chain stay  4730 .  FIG. 46  illustrates a more detailed view an embodiment of the rear brake structure  4805 , rear hub  4810 , rotor  4815 , and rear disk brake  4820 . The front brake cable can be coupled to the lever arm and the front brake housing can be coupled to the chain stay or other portion of the frame. When the brakes are not actuated the lever arm can be close to the rear chain stay and the front brake cable is not tensioned. When the rear brake is actuated, the rear brake structure will rotate counter clockwise  4825  relative to the frame about a pivot point  4830  and the lever arm will move away from the chain stay. This rotation of the lever will tension the front brake cable and compress the front brake cable housing. The front brake tension will actuate the front brake. If the rear wheel loses contact with the ground, the rear brake structure will be able to rotate clockwise and the front cable tension will be relieved which will prevent the front brake from locking the front wheel. 
     In a specific embodiment, a braking device includes a pivot point, a brake mount to attach a rear disc brake, and a lever arm extending away from the pivot point. The lever arm includes a cable clamp  4733 . The cable clamp secures an end of a front brake cable  4735 . An opposite end of the front brake cable is connected to a front brake. When the rear disc brake is actuated, the lever arm rotates about the pivot point to pull the front brake cable, thereby actuating the front brake. There can be a cable stop connected to a left chain stay of a bicycle. The cable stop may include a socket, and an opening. The socket receives an end of a front brake cable housing, and the front brake cable passes through the opening to the cable clamp. 
     When the rear disc brake is actuated, the rear disc brake rotates about the pivot point. In a specific embodiment, the pivot point is in-line or concentric with a center axis of a rear hub. In another specific embodiment, as shown for example in  FIG. 47A  and discussed below, the pivot point is away or offset from a center axis of a rear hub. The rear disc brake may include a hydraulic disc brake. Alternatively, the rear disc brake may include a cable-actuated disc brake. 
       FIG. 47A  illustrates another embodiment of the rear disk brake system. In this embodiment, the rear brake structure  4903  is coupled to a pivot point  4905  on the left chain stay  4910  which is away from the center axis  4915  of the rear hub  4917  and may be a less complicated rotational bearing. The pivot point may be brazed or welded-on. The rear hub is secured in the frame dropouts  4918  which may be horizontal dropouts or vertical dropouts. The rear brake structure  4903  can include threaded mounting holes  4925 A and  4925 B for the rear disc brake  4930  and a lever arm  4935  that can extend under the left rear chain stay. An adjustable mechanical advantage can be provided based on, for example, a length of the lever arm. The rear disc brake may be a conventional hydraulic or mechanical disc brake. The front brake mechanism and front brake actuation can be substantially the same as described above with reference to  FIG. 45 . 
     The rear brake can be actuated by either cable tension, hydraulic fluid pressure or any other suitable actuation means. Friction between the ground and the rear wheel can tension the front brake cable  4940  and compress the front brake cable housing  4945  which can actuate the front brake. However, it is also possible for the rear brake structures to be coupled to a hydraulic cylinder so that counter clockwise movement of the rear wheel from the friction between the ground and the rear wheel can increase the front brake hydraulic brake pressure to actuate the front brake as illustrated in FIGS. 23 and 24 of International Application Publication No. WO2011075502 which is hereby incorporated by reference. 
     Although the front brake is only illustrated in  FIG. 44  as a disk brake, it can be any type of cable actuated brake including: hub, cantilever, caliper, disk, or any other brake that is actuated by the tensioning of a front brake cable and the compression of the front brake cable housing. 
       FIG. 47B  illustrates another embodiment of the rear disk brake system. In this embodiment, a rear brake structure  4950  is connected to a center axis of the rear hub. A disc brake caliper  4955  is mounted to the rear brake structure. The rear brake structure is permitted to rotate about the center axis. For example, when the rear brake is actuated to reduce the bicycle&#39;s speed, the rear disc caliper will rotate (along with the rear brake structure) in a counter clockwise direction as shown by an arrow  4960 . An end of a front brake cable may be connected to a portion  4965  of the rear brake structure to actuate the front brake. 
       FIGS. 48A-48C  show a sequence of side views of a rear disc braking system having a mechanical linkage  5003  in another specific embodiment. The mechanical linkage includes an assembly of bodies connected to manage forces and movement. In a specific embodiment, these forces and movements are from the actuation of the rear brake and result in the actuation of the front brake. 
     More particularly,  FIG. 48A  shows the linkage in a first position.  FIG. 48B  shows the linkage in a second position.  FIG. 48C  shows the linkage in a third position. As shown in  FIG. 48C , in this specific embodiment, the linkage includes first, second, and third links  5005 A,  5005 B, and  5005 C. The second and third links include disc brake mounts  5010 A and  5010 B upon which a disc brake  5015  can be attached. The first and third links include joints  5020 A and  5020 B, respectively, which may be used to secure the linkage to the bicycle frame. An end  5025  of the first link may be connected to an end of a front brake cable. An opposite end  5030  of the first link is connected an end of the second link. 
     In a specific embodiment, the actuation of the rear brake causes the disc caliper to move in a counter clockwise direction as indicated by an arrow  5035  ( FIG. 48B ). In particular, the first link rotates  5040  about joint  5020 A and the third link rotates  5045  about joint  5020 B. As shown in  FIG. 48C , end  5025  of the first link then moves in a direction  5050  which actuates the front brake such as by pulling the front brake cable connected to end  5025 . 
     In a specific embodiment, a device includes a first link of a linkage and including a first joint, a second joint, and a front brake cable attachment end. The second joint connects to a first tab on a bicycle frame and is between the first joint and the front brake cable attachment end. There is a second link of the linkage connected to the first joint and including a first mount, opposite the first joint, for a disc brake. There is a third link of the linkage and including a fourth joint and a second mount, opposite the fourth joint, for the disc brake. The fourth joint connects to a second tab on the bicycle frame. 
       FIGS. 49A-49C  show a sequence of side views of a rear disc braking system having a mechanical linkage  5103  in another specific embodiment.  FIG. 49A  shows the linkage in a first position.  FIG. 49B  shows the linkage in a second position.  FIG. 49C  shows the linkage in a third position. As shown in  FIG. 49A , in this specific embodiment, the linkage includes a first link  5105 A, a second link  5105 B, and a third link  5105 C. The second link is connected between the first and third links. The third link includes disc mounts  5110 A and  5110 B for attaching a disc brake  5115 . A joint  5120 A on the first link is connects the linkage to a first disc tab on the bicycle frame. A joint  5120 B on the third link connects the linkage to a second disc tab on the frame. An end of a front brake cable may be connected at a point  5125  on the first link. 
     In a specific embodiment, the actuation of the rear brake causes the disc caliper to move in a counter clockwise direction as indicated by an arrow  5130  ( FIG. 49B ). In particular, the third link rotates  5135  ( FIG. 49B ) about joint  5120 B and the first link rotates  5140  about joint  5120 A. As shown in  FIG. 49C , point  5125  on the first link at which the end of a front brake cable may be secured moves in a direction  5145  to actuate the front brake such as by pulling the connected front brake cable. 
     In a specific embodiment, a device includes a first link of a linkage and including a first joint, a second joint, and a front brake cable attachment point. The second joint is between the first joint and the front brake cable attachment end, and connects to a first tab on a bicycle frame. There is a second link of the linkage connected to the first joint. There is a third link of the linkage and including a third joint, a fourth joint, and a set of disc mounts for mounting a disc brake. The third joint is connected to the second link, and the fourth joint connects to a second tab on the bicycle frame. 
       FIGS. 50A-50C  show a sequence of side views of a rear disc braking system having a mechanical linkage  5203  in another specific embodiment.  FIG. 50A  shows the linkage in a first position.  FIG. 50B  shows the linkage in a second position.  FIG. 50C  shows the linkage in a third position. As shown in  FIG. 50A , in this specific embodiment, the linkage includes a first link  5205 A, a second link  5205 B, and a third link  5205 C. The first link includes a joint  5210 A and a joint  5210 B, opposite joint  5210 A, and including mount for attaching a disc brake caliper  5215 . Joint  5210 A may be connected to the bicycle frame. The second link includes a joint  5210 C and a joint  5210 D, opposite joint  5210 C and connecting the third link. Joint  5210 C may include a mount for attaching the disc brake caliper. The third link includes a joint  5210 E and an end  5220 . Joint  5210 E may be connected to the bicycle frame. End  5220  of the third link may be connected to an end of a front brake cable. 
     In a specific embodiment, the actuation of the rear brake causes the disc caliper to move as indicated by arrow  5230  ( FIG. 52B ). In particular, the first link rotates  5235  about joint  5210 A. The third link rotates  5240  about joint  5210 E. As shown in  FIG. 50C , end  5220  on the third link at which an end of the front brake cable may be secured moves in a direction  5245  to actuate the front brake such as by pulling the connected front brake cable. 
     In a specific embodiment, a device includes a first link of a linkage and including a first joint and a first disc mount, opposite the first joint, to mount a disc brake. The first joint connects to a first tab on a bicycle frame. There is a second link of the linkage and including a second joint, and a third joint, opposite the second joint. The second joint includes a second disc mount to mount the disc brake, and the third joint connects to a second tab on the bicycle frame. There is a third link of the linkage connected to the third joint and includes a fourth joint and a front brake cable attachment end. The fourth joint connects to a second tab on the bicycle frame. 
       FIGS. 51A-51C  show a sequence of side views of a rear disc braking system having a braking assembly or system  5303  that allows the disc caliper to move in a linear direction in another specific embodiment.  FIG. 51A  shows the system in a first position.  FIG. 51B  shows the system in a second position.  FIG. 51C  shows the system in a third position. As shown in  FIG. 51A , in this specific embodiment, a braking assembly  5305  includes a set of disc mounts  5310 A and  5310 B for attaching the assembly to disc tabs of the bicycle frame. The assembly further includes a sliding carrier  5315  upon which a disc brake caliper  5320  is mounted. The sliding carrier may travel along a track or rail of the braking assembly. 
     In a specific embodiment, the actuation of the rear brake causes the disc caliper to move in a linear direction as indicated by arrow  5330  ( FIGS. 51B  and C). An end of the front brake cable may be attached an end portion of the sliding carrier so that the front brake cable can be pulled by the sliding carrier, thus actuating the front brake. 
     In a specific embodiment, a device includes a first set of mounts for attaching to a bicycle frame, and a carrier including a second set of mounts for attaching a rear disc brake caliper. The carrier translates or slides in linear direction from a first position to a second position to actuate a front brake when the rear disc brake caliper is actuated. 
       FIG. 52  shows a side view of a rear disc braking system that may be referred to as a floating caliper braking assembly. In this specific embodiment, an assembly  5405  includes a first structure  5410  and a second structure  5415 . The first structure includes a set of mounts  5420  to attach the assembly to a bicycle frame and adjustable settings  5425 . The second structure includes a set of mounts  5430  for attaching a disc brake caliper  5435 . 
     In this specific embodiment, the actuation of the rear brake causes the second structure to move relative to the first structure. The movement may include a translation, rotation, or both. An end of the front brake cable may be secured to a portion of the second structure so that the front brake may be actuated. In a specific embodiment, the second structure on which the caliper is attached moves into a guide that may be on the first structure. For example, the guide may include a channel, track, or groove on the first structure through which a portion of the second structure passes. The shape of the channel helps to direct the movement of the caliper. The channel may be curved or curvilinear. There may be a stop on the first structure, second structure, or both that limits the movement. 
       FIG. 53  shows a side view of a rear disc braking system in another specific embodiment. As shown in the example of  FIG. 53 , a braking system  5505  includes a first structure  5510 A and a second structure  5510 B that moves relative to the first structure. The second structure may be rotatably connected  5507  to the first structure. The first structure includes a set of holes for attaching the system to a seat stay  5515  of the bicycle frame. 
     The second structure includes a set of mounts  5520  and a front brake cable attachment point  5525 . Mounts  5520  allow for attaching a disc brake caliper. The front brake cable attachment point may include a slot and a hole. An end of the front brake cable may be received in the hole. For example, the end of the cable may terminate as a lug, nipple, or barrel that can be inserted into the hole. A portion of the cable can then pass through the slot. 
     When the rear brake is actuated, an end of the second structure having the disc brake caliper moves in a direction as indicated by an arrow  5530 . An opposite end of the second structure having the attached front brake cable end moves in a direction as indicated by an arrow  5535 . The movement of the second structure pulls the front brake cable to actuate the front brake. 
       FIG. 54  shows a perspective view of a rear disc braking system in another specific embodiment. As shown in the example of  FIG. 54 , a braking system  5605  includes a first structure  5610 A and a second structure  5610 B that moves relative to the first structure. This braking system is similar to the braking system shown in  FIG. 53 . In this specific embodiment, however, the braking system is mounted on the inside of the rear bicycle triangle whereas in  FIG. 53 , the braking system is mounted on the outside of the rear bicycle triangle. 
     The first structure includes a front brake cable housing stop  5620  having a socket and first slot. The second structure includes a front brake cable attachment point  5625  having a hole and a second slot. The socket receives an end of the front brake cable housing and the front brake cable passes through the first slot, through the second slot, and terminates in the hole provided by the front brake cable attachment point. Arrows  5630  and  5635  indicate the movement of the second structure when the rear disc brake is actuated to pull the front brake cable and actuate the front brake. 
       FIG. 55  shows a side view of a rear disc braking system in another specific embodiment. As shown in the example of  FIG. 55 , a braking system  5705  includes a first structure  5710 A and a second structure  5710 B. The first structure is connected to the bicycle frame. The first structure includes a front brake cable housing stop  5715  to secure the cable housing. 
     The second structure includes a linkage including a first link  5720 , a second link  5725 , and a third link  5730 . An end of the first link includes a front brake cable attachment point  5735  from which the cable may be pulled. There is a joint on the first link that connects the first link to the first structure. An opposite end of the first link includes a joint that connects to the third link to which the disc brake caliper is attached. The first link includes a curved portion that at least partially curves around a central axis of the rear hub. The second link includes a joint that connects to the third link. An opposite end of the second link may include a joint connecting to the first structure. The joint may include a slot  5740  that allows some lateral caliper movement. In a specific embodiment, the slot is on the second link. In another specific embodiment, the slot is on the first structure. 
     It should be appreciated that the various braking designs shown in the figures are merely examples of particular implementations of the braking system. In other implementations, other similar and equivalent elements and functions may be used or substituted in place of what is shown. For example, for the floating caliper design as described in the discussion accompanying  FIG. 52  above, the channel is formed within the first structure, but one of ordinary skill in the art will recognize that the channel may instead be formed within the second structure. In this specific embodiment, the first structure may include a tab that protrudes into the channel on the second structure to direct the movement of the caliper. A rotating mechanism or sliding mechanism may include bearings, bushings, pulleys, or combinations of these. 
     The present disclosure, in various embodiments, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the present disclosure after understanding the present disclosure. The present disclosure, in various embodiments, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease and/or reducing cost of implementation. Rather, as the flowing claims reflect, inventive aspects lie in less than all features of any single foregoing disclosed embodiment.