improvements in Brakes for Velocipedes and other Chain Driven Vehicles.
Year: 1897

page_text: 1
Date of Application, 23rd June, 1897 Accepted, 14th Aug:,
1897
improvements in Brakes for Velocipedes and other Chain Driven
Vehicles.
2
I, HERBERT LEONIDAS: BAILEY, of No. 189 La Salle Street, Chicago, in the
County of Cook and State of Illinois, United States of America, Manufacturer, do
hereby declare the nature of this invention and in what manner the same is to
he performed, to be particularly described and ascertained in and by the following
statement:-
This invention relates to improvements in automatic brakes for vehicles, and
more particularly to brakes for bicycles, tricycles and similar chain driven
vehicles, in which the brake is automatically operated by back pressure upon the
pedals through movement of the driving chain of the vehicle.
Practical experience has demonstrated the desirability of having the brake
apoon normally stand at a suflicient distance from the wheel tyre to avoid the
possibility of clogging by the lodgement of mud and dirt between it and the tyre.
To secure this condition with the forms of brakes in which my invention. has
heretofore beon embodied; the driving chain must have so much slack therein as
to be objectionable to many riders, and while these prior forms of brakes are
satisfactorily effective, the above mentioned objection, that, of clogging, cannot
be overcome except by a considerable slack in the chain.
"
i'
Furthermore, it is essential to a commercially satisfactory brake as a bicycle
accessory that it should be readily adapted for application to bicycles of all kinds,
and by reason of the greater variations in other parts of the bicycle frame the
rear fork is the most desirable point for the attachment of the brake... While, the
rear fork of bicycles, as now manufactured, are made practically to a standard as
to width and taper, there are still many slight variations in these respects due
in some cases to imperfection either of material or workmanship, and in other cases
to design.
Again it is desirable that the brake should be of such character that while
it is prompt in action and will impart the maximum to the brake spoon by the
minimum lateral movement of the driving chain, the brake should not be so
sensitive as to be applied upon slight back pressure on the pedals, but never-the-less
should enable the application of the power with any desired force from the
minimum to the maximum, at the will of the operator and should be noiseless
whether in or out of action.
The primary object of my invention is an automatic brake, that shall avoid all
of the objections above mentioned and at the same time possess all the desirable
qualities enumerated.
Another object is to enable the application of the brakes with the minimum
movement of the normally slack side of the driving chain, whereby the brakes
may be applied even with a "tight" chain, having the least possible slack therein,

page_text: although the maximum normal separation may be provided between the wheel
tyre and the brake spoon.
A further object is to modify or multiply the movement of the brake spoon
imparted thereto by the movement of the normally slack side of the driving chain.
whereby the movement of the chain necessary to impart the desired in
to the brake spoon is reduced to the maximum. y
inovement
Other objects of my invention are simplicity, durability, lightness and strength
of the brake device and ease of attachment of the same to all kinds of bicycles
and regardless of the shape of the tubing in cross section.
The foregoing; and such other objects as may hereinafter appear are attained 1
by the device illustrated in the accompanying drawings, in which:-
Figure 1 illustrates a portion of a bicycle showing my brake applied thereto,
but out of action.
1
Figure 2 is a similar view, but showing the brake in action.
Figure 3 represents a plan view of the brake.
Figure 4 represents a front elevation thereof; and
Figures 5, 6 and 7. represent detail views illustrating my new clip. for attaching
the brake to different shapes of tubing.
Similar letters of reference indicate corresponding parts in several figures of
the drawings.
I may here state that while I have illustrated, and will describe, my brake in
connection with a bicycle, the usefulness thereof is not limited to such applications,
for it may obviously be employed in connection with any chain driven vehicle
without, materially departing from the spirit of my invention.
Referring by letter to the accompanying drawings, A indicates the rear fork
of a bicycle, B the sprocket wheel, Ċ the drive-chain and D the wheel tyre, all of
which may be of any desired form or dimensions.
Secured to the fork is a hanger E from which is suspended a double toggle F
carrying a brake spoon G in position to be applied to the tyre and a roller H in
position to be engaged and actuated by the chain upon a vertical or lateral move-
ment of the normally slack side thereof.
The double toggle comprises the arms a, a and b, b, the upper pair of which
are permanently pivoted at o to the hanger E and the lower pair of which are
pivotally connected together by a bar d, which at one end is extended to form a
crank arm o upon which is mounted the roller H. The bar d passes freely through
the end of the arm b, but is rigidly secured, in any suitable manner to the lower
arm a, preferably by means of a clamp f, whereby both the vertical and horizontal
position of the roller H may be changed when desired in fitting the brake to a
wheel, but which enables the securing of the roller H, rigidly in. any adjusted
position with reference to the arm a.
Upon the pivot connecting the arms a, a of one of the toggles, is loosely
mounted an ear g, rigidly secured to, and projecting from, the spoon G, said ear
being arranged to engage a shoulder on the lower arm which serves as a stop to
hold the spoon in a generally upright position, but by reason of the loose pivoting
of the spoon upon its pivotal support, it has a sufficient play to readily adapt itself
to the tyre when applied so that the full surface thereof will engage the tyre.
Obviously the spoon might be yieldingly maintained in its normal position by a
spring, but as its movement toward and away from the tyre is almost in a direct
line, such spring support is not essential to prevent contact between the spoon
and the tyre as it is in other constructions.
For the purpose of promptly releasing the brake or retracting the same to its
normal position after being applied, I provide a coil spring sleeved upon the
pivot connecting the arms b, b of the other toggle, the ends of which spring bear
respectively upon the arms of the toggle with a force tending to straighten the
same out, and this force, assisted by the gravity brake device as a whole, when
released by the chain, promptly withdraws the brake spoon from contact with the

page_text: One end of the spring his preferably bent over, so as to form a cushion,
against which one of the arms a, a will strike and bear when the brake is retracted
and out of action, so as to prevent the noise resulting from the contact of metal
upon metal, this means being exceedingly simple and effective for this purpose.
Other means may, of course, be provided, and indeed the spring, as well as the
cushion, may be located at another point in the device without departing from
the spirit of my invention, such as at the pivotal point where the toggles connect
with the hanger.
C
It will here be well to note that while I have, for convenience, denominated
the arms a, a and b, b as comprising a double toggle, such statement is not strictly
correct as applied to the construction shown, for the arms a, a only, are shown
to constitute a toggle, while the upper arm of the other toggle is shown as a
rigid arm forming an integral part of the hanger E, but, in view of the fact
that said upper arm of the toggle b. b may obviously be a pivoted arm; and in view
of the further fact that the entire toggle b. b may be dispensed with without
departing from the spirit of my invention, I have deemed it best to describe the
same as a toggle. The use of the toggle b. b. however, in connection with the
toggle b. b. is preferred, because of the greater rigidity of the parts as against the
torsional strain to which they are subjected in the application of the brakes and
because of the greater and desirable stiffness of the device, as a whole, when out of
action, which serves to promote the noiselessness thereof.
It is also obvious that so far as regards the application and operation of my
brake, the toggle and consequently the whole device may be attached to the wheel
frame in any suitable manner and any wheel frame may be especially and per-
manently adapted for the use of this brake, which would, of course, then never
need but one adjustment, by providing a fixed lug or ear on the frame of the
machine to which the toggle can be pivotally connected. In this connection it
will be perfectly apparent that the upper arm of the toggle b might form an
integral part of such lug or it might be pivoted to the lug with a suitable stop
provided on the lug, or if the toggle b. as a whole, be dispensed with, a stop for
the other toggle could be provided on the lug in a manner that will readily suggest
itself to any skilled mechanic. The rigidity and immovability of the upper arm
of the toggle b. b. is a desirable feature, however, because it greatly aids in holding
the brake in position against vibration when out of action.
However, to adapt the brake for application to different bicycles, so that it may
he commercially sold as a bicycle accessory, I provide the hanger E consisting of
a U-shaped bar, the side arms of which are disposed, as near as possible at the
standard angle of the fork arms so as to lie along the under side of the fork arms.
The side arms i are also of such a length that they may be easily sprung in or
out to fit the usual slight variations in the angle of the fork arms and are provided
upon their ends with clips, whereby they may be readily and adjustably secured
to the rear fork. To this end the arm terminates at its eud, in a transversely
curved socket having a laterally disposed eye & through which extends a hook
bolt having a curved socket m on one end thereof opposing the curved socket '
and being screw threaded at its opposite end to receive a nut by which the bolt
may be caused to firmly clasp the fork.
The commercial value of this clip will be readily appreciated when it is under-
stood that the tubing of which the rear forks of different wheels are now made is
in some cases circular as illustrated in Figure 5, in other cases is oval, as is
illustrated in Figure 6, and in other cases is D-shaped, as illustrated in Figure 7.
By the use of my clip, the brake may be as readily, quickly and easily applied to
one shape of tubing as to the other, without any change or modification. This
feature, though of slight mechanical importance, is of the utmost commercial
importance, in that without such adaptability to all kinds of frames, a brake
perfectly satisfactory and effective in every other respect cannot be commercially
sold as a bicycle accessory to the general trade and hence the usefulness thereof
upon the vast number of bicycles: already in use would be materially lessened.

page_text: I am aware that numerous changes in the form and proportions of my brake
device may be made to fulfill different requirements as to strength and size, but
all such changes would be obvious to one skilled in the art to which my invention
appertains and would fall within the perview of my invention.
"
2.
A brake device such as is 'herein illustrated and described possesses many
advantages over any other form of brake device known to me, among which may
be mentioned the rigidity, stiffness and noiselessness of the device whother, in or
out of action, the lightness thereof and the simplicity of this construction which
yet affords all of the adjustments necessary to adapt the brake for use in connection
with the various bicycles now in use or being put upon the market. One of the
principal advantages" however, is the great movement which may be imparted to
the brake spoon by a very slight vertical or lateral movement of the normally
slack side of the driving chain. I have found from practical experience and
investigation that many riders prefer to sacrifice power in overcoming friction in
order to have the driving chain as tight" as possible, and it is not uncommon
for riders to have only a square to a half inch slack in their chains and some even
less. With any of my former constructions ample brake power can be secured
by a movement of only an eighth of an inch, but to do so requires the brake spoon
to normally stand in such close relation to the tyre as to quickly clog when the
wheel is used upon muddy streets. This objection, however, is entirely overcome
by my present invention, for in my present device the movement, both lateral and
longitudinal, of the chain, operating to run the roller backward on the chain
as well as lift the same, is multiplied on the brake spoon that, as the parts are
proportioned in the drawing, the brake spoon will have a forward movement,
about double the vertical lift imparted to the roller by the lateral movement of the
driving chain. Part of this gain is due to the longitudinal run of the rollercon
the chain and the rest of it is due to the expansion or buckle of the toggle.
other words; if, say a quarter of an inch of slack, be taken out of the drive-chain
by back pedaling so that the chain in Figure 2 is a quarter of an inch higher
than in Fig. 1, the brake spoon will move forward say a half inch, and hence they
normally stand practically a half inch away from the tyre so as to absolutely avoid
the possibility of clogging under any ordinary conditions.
In
Of course the position of the brake with relation to the tyre will have to be
adjusted according to the slack in the drive-chain, which may be more or less
than instanced above, and, by differing the proportions of the parts, still greater
alifferences in movement may be obviously attained.
a
By means of the clip on the hanger the position of the brake device, as
whole, and especially of the brake spoon, with relation to the wheel tyre, may be
easily and accurately adjusted while the bar d affords a ready and accurate means
for both vertical and horizontal adjustment of the roller H, so that it may be
arranged in proper position for engagement with the driving chain.
While it is preferable to have the roller H mounted upon the crank extension
of the bar d, obviously such crank extension may be dispensed with and the
roller H mounted axially upon the bar d, which would simply result in destroying
the vertical adjustability of the chain engaging roller, but such function would not
be of great importance if the brake were especially for application to any
particular wheel.
Having now particularly described and ascertained the nature of my said
Invention, and in what manner the same is to be performed, I declare that what I
say is:
1. In a brake for chain driven vehicles the combination, with a toggle pivoted,
at one end, to the vehiclo frame and arranged to be engaged, at its free end, by
the driving chain, of a brake spoon secured to the toggle between its ends,
substantially as described:
2. In a brake for chain driven vehicles for combination with a' toggle: pivoted,
at one end, to the vehicle frame and arranged' to be engaged, at its free end, by

page_text: the driving chain, of a brake spoon loosely mounted on the pivot connecting the
toggle arms, substantially as described.
3. In a brake for chain driven vehicles the combination with a toggle adjustably
pivoted, at one end, to the vehicle frame and arranged to be engaged, at its free
end, by the driving chain, of a brake spoon secured to the toggle between its ends,
substantially as described.
4. In a brake for chain driven vehicles the combination, with a toggle adjustably
pivoted, at one end, to the vehicle frame and arranged to be engaged, at its free
end, by the driving chain, of a brake spoon loosely mounted on the pivot,connect-
ing the toggle arms, substantially as described.
5. In a brake for chain driven vehicles the combination, with a toggle pivoted
at one end to the vehicle frame and a chain engaging device adjustably secured to
the free end of the toggle, of a brake spoon secured to the togglo between its ends,
substantially as described.
6. In a brake for chain driven vehicles the combination, with a toggle pivoted
at one end to the vehicle frame and a chain engaging device adjustably secured
to the free end of the toggle, of a brake spoon loosely mounted on the pivot con-
necting the toggle arms, substantially as described.
7. In a brake for chain driven vehicles the combination with a toggle adjustably
pivoted at one end to the vehicle frame and a chain engaging device adjustably
secured to the free end of the toggle, of a brake spoon secured to the toggle between
its ends, substantially as described.
8. In a brake for chain driven vehicles the combination with a toggle pivoted
at one end to the vehicle frame and a chain engaging device secured to the free
end of the toggle and vertically as well as horizontally adjustable thereon, of a
brake spoon secured to the toggle between its ends, substantially as described.
9. In a brake for chain driven vehicles the combination, with a toggle adjustably
pivoted at one end to the vehicle frame and a chain engaging device secured to
the free end of the toggle and vertically as well as horizontally adjustable thereon,
of a brake spoon secured to the toggle between its ends, substantially as described.
10. In a brake for chain driven vehicles the combination, with a pair of toggles
pivoted, at one end, to each other and to the vehicle frame and, at their free ends,
pivoted together and arranged to be engaged by the driving chain, of a brake
spoon secured to one of said toggles between its ends, substantially as described.
11. In a brake for chain driven vehicles the combination with a pair of toggles
pivoted at one end, to each other and adjustably pivoted to the vehicle frame and,
at their free ends, pivoted together and arranged to be engaged by the driving
chain, one arm of one of said toggles being fixed, of a brake spoon secured to the
other of said toggles between its cuds, substantially as described.
12. In a brake for chain driven vehicles the combination with a pair of toggles
adjustably pivoted; at one end, to each other and adjustably pivoted, to the vehicle
frame, and a chain engaging device adjustably secured to the free ends of said
toggles, of a brake spoon secured to one of said toggles between its ends
substantially as described.
13. In a brake for chain driven vehicles the combination with a pair of toggles
pivoted, at one ond, to each other and adjustably pivoted to the vehicle frame
and a chain engaging device adjustably secured to the free ends of said toggles,
one arm of one of said toggles being rigid, of a brake spoon secured to the other
of said toggles between its ends, substantially as described.
14. In a brake for chain driven vehicles the combination, with a toggle pivoted,
at one end, to the vehicle frame and arranged to be engaged, at its free end, by
the driving chain, of a brake spoon secured to the toggle between its ends, and a
spring bearing upon said toggle for normally holding the spoon out of contact with
the wheel tyre, substantially as described:
15. The combination with a brake for chain driven vehicles and the frame thereof,
of an attaching clip for the brake langer, comprising a curved socket piece, a
laterally disposed eye, a hook bolt extending through said, eye and provided at one

page_text: end with a curved socket piece, and a nut working on the other and threaded en
of said bolt, substantially as described.
Dated this 22nd day of June 1897.
HASELTINE, LAKE & Co.,
45 Southampton Buildings London, W.C., Agents for the. Applicant.