Year: 1895

page_text: This Print is in accordance with the Original Specification as it stands
after Amendment (under Section 11 of the Patents, &c., Act, 1883), as
required by the decision of the Comptroller General of the 31st day of
March 1897.
1, THOMAS SLOPER of 11, 12, 14 & 15 Brittox Devizes in the County of
Wiltshire House Furnisher etc. do hereby declare the nature of this invention to
be as follows:-
The usual plunger brakes as now fitted to cycles are very liable to damage
pneumatic tyres on account of the great pressure which is applied to only a very small
surface of the tyre at one time.
I prefer to use what I will call a
"band
brake & I arrange this so that it acts
upon a considerable extent of tyre surface, & under comparatively light pressure at
every part.
Although theoretically a cycle wheel should be exactly circular it is found in
practice that they are often not exactly true, especially when detachable tyres
are used, as it is very difficult to put some covers on so that they are exactly even
all round.
If there is a part of the wheel where the tyre projects farther from the wheel
centre than the rest this part gets an excessive amount of woar when the plunger
brake is applied. For this reason I arrange my brake so that it automatically
adjusts itself to the wheel.
My band brake may be applied to either wheel of a cycle, but for example I will
describe it as applied to the front wheel of a safety."
८८
To the upper part of the front fork I secure two arms one on each side
projecting backwards & inclined slightly downwards. At the ends farthest from
the fork these arms are connected together by a cross piece which carries one end
of the band brake.
Connected with the usual plunger rod is another arm projecting forwards &
downwards & at the other end of this arm is another crosspiece having attached
thereto the other end of the band brake.
Although I prefer to employ two arms at the back one only may be employed or
two may be employed in front instead of one if desired.
The brake band may consist of a strip of steel or other inelastic material having a
concave rubber lining attached to the part where it comes into contact with the tyre,
or other suitable material may be employed.
When the brake is operated by pressing down the plunger rod as usual, the front
arm is forced downward and forward.
This movement draws the band slightly forward & brings it into contact with the
D

page_text: tyre. The forward movement of the band causes the back arms to approach the tyre
until the band is in contact for nearly or quite its full length.
It will be understood that 'the action of the front & back arms somewhat resembles
that of a toggle joint & the movement of the wheel in revolving increases the pressure
of the band upon itself so that the pressure is to an extent automatically regulated
according to the speed of the wheel.
That end of the brake band at which the tyre enters when the wheel revolves
I prefer to be attached to arms which are secured to the cycle or carriage & the end
where the tyre leaves contact with the brake I secure to arins attached to the rod or
appliance for operating the brake.
In adapting the brake for use on cycles already supplied with a plunger brake
I provide an attachment to carry the rear arms which may be secured through &
by means of the hole through which the original plunger worked.
The brake may be so arranged that it may be operated by means of air conveyed
in a flexible tube from any convenient position.
Instead of attaching the back arms to the top of the fork they may be
attached to the ends of another pair of rods which latter may be stayed from the
wheel hub, in a somewhat similar manner to that of a mudguard, in which case
the brake band may be of considerable length & may be used in lieu of a
mudguard.
As the power is not applied at right angles to the tangent as in the plunger
class of brakes the band is free to move & to adapt itself to the shape of the
wheel, so that should a small stone or other obstruction get between the tyre & the
band the latter will move back & allow it to pass without doing damage to
the tyre.
In the case of a spring carriage or dog cart, the arms which carry the band brake
may cross each other in order to allow greater freedom to the band. This may be
desirable owing to the "give" or spring of the carriage which allows the body to vary
its position compared with that of the wheel.
Suitable springs stays or blocks may be employed to keep the brake band in place
when not in use.
The band of the brake may be made of rubber vulcanized with wires or threads
arranged in a particular manner to take the strain or wear or it may consist of a
suitable frame having steel wires secured thereto & arranged in such a manner that
they may act as a brake & yet allow grit or small stones to pass between the wires.
The brake may be so arranged as to combine a brake & footrest for a safety bicycle;
both of which may be detached together & if desired the brake may be arranged so
that it can be operated by the foot of the rider.
The handle bar of the machine may be hinged at the junction with its pillar &
may be kept in its normal position by a catch or bolt. In this arrangement the
act of lowering the handles may be caused to apply the brake by means of toggle
joints or levers.
I do not confine myself to any particular method of causing the band to approach
the wheel under tension as various methods may be employed without departing from
the spirit of the invention.
If it is desired that the brake should remain on until taken off a spring or catch
may be arranged for this purpose or the arms or levers carrying the brake bands
may be set so that the friction caused by the revolving wheel may keep the brake
in action.
By allowing sufficient movement this brake may be made to act even though
the tyre should become deflated.
The brake may be applied to the rear wheel of a safety bicycle & if desired it
may be operated by a movement of the saddle caused by the rider sitting farther
back or by a pneumatic arrangement in connection with the saddle.
Another part of my invention relates to the pneumatic tyre. This I prefer to make
in such a manner that the rubber of which it is composed is under compression,
& is thus less liable to puncture,

page_text: In order to do this I vulcanize a tube or thin rubber of much larger diameter than
the size of the tyre for which it is intended, & I reduce the size of the tube to about
the size required by exhausting the air from inside while it is upon a core or mould, &
when it is so reduced or compressed I apply the restraining material which I secure
to the tube by any suitable means.
If it is impossible to reduce the tube at one operation to the size required it
may be done in stages, thus, the tube may be contracted in the manner described
on to a core which was smaller than the tube when it was put inside. The rubber
may then be held in this contracted condition by putting the whole inside a tube
ог case of suitable size to hold it, when the air may be let in & the core with-
drawn. Another core of smaller size may then be put in when the air may be
again exhausted until the rubber tube fits on to this smaller core. This
operation may be repeated until the tube is reduced or contracted to the size
required.
Exterior air pressure may be mechanically applied if required to assist in
contracting the tube.
In order that the rubber forming the tube shall not stretch longitudinally in the
above process fibrous threads may be vulcanized into the tube in such a manner as to
prevent this.
Either single tube or detachable tyres may be constructed on this principle by
modifying the apparatus employed.
Fibrous thread or other restraining material may be wound, braided or otherwise
applied to a contracted rubber tube, and a layer of rubber solution applied after which
another rubber tube may be contracted on to this. This operation may be repeated
until a thick tube is built up.
If desired the rubber of the tube may be only partially vulcanized before contraction
& the vulcanization may be completed afterwards.
When one tube has been contracted & restrained the ends of this may be joined
together to form an endless tube which may then be used as a core on which to
contract another tube. In this case the latter must be slipped over the former before
joining the ends together.
A contracted rubber tube (without restraining material) may be slipped with its
core into another tube. The air may then be admitted to the contracted tube & the
core removed when the inside tube in expanding will fit close against the inside walls
of the outer tube. In this way a leaky single tube tyre may be lined with rubber &
rendered air tight.
The core on which the tube is contracted may be in the shape of a ring with the
ends not joined in which case the whole may be inserted in the leaky tyre through a
comparatively small aperture.
I find that a metal tube perforated with fine holes makes a convenient core on which
to contract the tube. This tube may be covered with felt or fabric.
In making a tube for use inside another such as the air tube of a detachable
pneumatic tyre it is sometimes desirable to distort the rubber by drawing different
sides of the tube in opposite directions before exhausting the air & applying restraining
material. The object in thus distorting the rubber is to develop a tension in the
substance of the tube which shall tend to draw the restraining material out of the
position in which it was set, & thus to allow a certain degree of elasticity or variation
in the size of the tube which enables it to slightly expand in order to better fit in
a tyre cover.
In order that the tube shall contract evenly on to the core I sometines
vulcanize it in a corrugated or indented form.
If transverse fibrous threads are used for restraining material it is generally
desirable that there should also be some longitudinal threads to prevent the tube
from lengthening when air is allowed to enter, but if the thread is wound on in a
diagonal or slanting direction this may not be necessary although to prevent the
tube from twisting these threads should be wound in both directions.
Narrow valcanized rubber tapes may be wound in a slanting direction under

page_text: tension & solutioned on to a contracted tube. Another similar layer of
vulcanized tape may then be wound on.in the opposite direction & the solution
allowed to set before letting air into the tube. This will form a tube of rubber
only, the outside of which is under tension & the inside of which is under
compression.
A strip of vulcanized rubber may be solutioned on to one side of a contracted
air tube so that when the tube is allowed to expand the part to which this strip
is solutioned is under compression, but as this strip may be liable to come off
after a time I prefer that the restraining material should completely encircle the
tube.
In solutioning the rubber tread on to canvas or other restraining material for
making detachable tyres the air may be exhausted (while the solution is setting)
on the canvas side & under pressure on the rubber side.
When contracting a second tube on to a tube previously contracted &
restrained compressed air may be employed in the inner tube & also outside the
outer tube.
In order to allow the air to escape from between the two rubber tubes one or
more longitudinal threads, small perforated tubes, or wires may be placed between
the two rubber tubes.
The effect of exhausting the air as described may be increased by carrying on
the operations in a chamber containing air under pressure greater than that of the
atmosphere.
Dated this fith day of Santambon 1005
Improvements in or relating to Cycles and other Carriages.
I, THOMAS SLOPER of 14 and 15 Brittox, Devizes in the County of Wilts,
House Furnisher, do hereby declare the nature of this invention and in what manner
the same is to be performed to be particularly described and ascertained in and by
the following statement:-
The usual plunger brakes as now fitted to cycles are very liable to damage
pneumatic tyres on account of the great pressure which is applied to only a very small
surface of the tyre at one time.
I prefer to use what I will call a "band" brake and I arrange this so that it acts
upon a considerable extent of tyre surface, and under comparatively light pressure at
every part.
Although theoretically cycle wheels should be exactly circular, it is found in
practice that they are often not exactly true, especially when detachable tyres are
used, as it is very difficult to put some covers on so that they are exactly even all
round. If there is a part of the wheel where the tyre projects farther from the
wheel-centre than the rest this part in the case of a plunger brake is subjected to an
excessive amount of wear when the brake is applied. For this reason I arrange my
brake so that it automatically adjusts itself to the wheel.
The invention will be best understood by reference to the accompanying drawings
in which
Figs. 1 to 4 inclusive show the manner of applying my invention to cycles and
Figs. 5 to 12 inclusive show the manner of applying it to vehicles other than cycles,
only small portions of these cycles and vehicles being represented.
Fig. 1 is a perspective view of one form of cycle brake constructed according to
this invention in its inoperative position.

page_text: Fig. 2 is a side elevation showing the same brake in its operative position.
Fig. 3 is a side elevation of a modification of the brake shown in Fig. 2.
Fig. 4 is a perspective view of a modification of the brake shown in Fig. 3.
Figs. 5 and 6 are respectively a side elevation and a perspective view of one form
of the "vehicle" brake, the former view showing it in its inoperative position and the
latter one in its operative position.
Figs. 7 and 8 are views respectively similar to Figs. 5 and 6 of another form of the
"vehicle" brake.
Figs. 9 and 10 are two elevations of another form of the "vehicle" brake in
respectively its inoperative and operative position and
Figs. 11 and 12 are clevations of still further constructions of the "vehicle" brake
in their inoperative positions.
The various figures are drawn to different scales.
Like letters indicate like parts throughout the drawings.
In this specification I employ the word "vehicle" merely as a convenient means
of referring to dog-carts and other animal or motor-driven carriages, vans, or the
like, as distinguished from cycles; it is however to be understood, although certain
of the brakes are hereinafter described in connection with cycles and others in
connection with "vehicles" I reserve to myself the right of applying them to either
cycles or "vehicles" wherever the construction is such as will admit of this alternative
application.
My band brake may be applied to either wheel of a cycle, but as an example I will
describe it as applied to the front wheel of a "safety."
In carrying my invention into practice in the manner shown in Figs. 1 and 2
I secure or preferably pivotally attach to the upper part of the front fork A
two arms B one on each side projecting backwards and inclined slightly
downwards. At the ends farthest from the fork A these arms are connected.
together by a cross piece B¹ to which is pivotted the back end of the band
brake C.
Connected with the usual plunger rod D) is an arm or link E projecting forwards
and downwards and at the other end of this arm is a cross piece E having
preferably pivotted thereto the front end of the band brake C. Although I prefer
to employ two arms B connected to the back end of the brake C, and one
arm E connected to the front end as shown, there may be employed one arm Bat
the back and two arms E at the front or one or two arms may be employed at both
back and front.
:
The brake band may consist of a strip of thin sheet steel or other inelastic
material having a concave rubber lining C attached to the side nearest the
tyre F. Fig. 2 or, instead of forming the brake band of sheet steel with a concave
rubber lining as last described I may form it of other material and in any other
suitable manner, for example I may form it of rubber, canvas or other flexible
material stiffened at its edges with wire or equivalent in the manner described in
my previous Specification No. 21097 91. In such an example, the two longitudinal
edges and one end of the strip of flexible material (may as shown for example in
Figs. 7 and 8 of the drawings accompanying my present specification be stiffened
by a wire fork C, which at the "closed"end C is bent or arched upwards, so as
to allow it to fit over the convex wheel tyre F without coming into actual contact
therewith. In this arrangement the arms E are pivotted to the side portions or
prongs of the spring fork C at or near the "closed"end C² and the others to the
same prongs nearer their open ends, the connections at this latter part being such as
to allow the prongs to approach each other when the brake is applied to the wheel.
The extreme ends of the prongs may be turned slightly outwards to prevent their
scraping the tyre. When this brake is applied the friction of the tyre on that end
of the brake band which is first applied causes the other portions to be dragged on
to the tyre, and as the prongs or sides of the fork are free to approach each other
the flexible brake band wraps around not only the tread portion of the tyre but a very
considerable portion on either side thereoi. If desired instead of having the closed

page_text: end C2 of the fork C at the end of the brake band at which the tyre leaves, the
latter it may be at the entering end.
When the brake is operated by pressing down the plunger rod D as usual, the
arm E is forced downward and forward. This movement draws the brake band C
slightly forward and brings it into contact with the tyre F. The forward movement
of the band C causes the arms B to approach the tyre until the band is in contact for
nearly or quite its full length.
It will be understood that the action of the front and back arms E. and B
somewhat resembles that of a toggle joint and the movement of the wheel F in
revolving by dragging on the brake band C, increases the pressure of the latter on
itself, so that the pressure is to an extent automatically regulated according to the
speed of the wheel.
That end of the brake band at which the tyre enters when the wheel revolves
I prefer to be attached to arms which are secured to the cycle or carriage and the
end where the tyre leaves the brake I secure to arms attached to the rod or
appliance D used for operating the brake though I may if desired reverse this
arrangement.
In Fig. 3 I have shown a brake-shoe combining in itself the functions of the
before described arms B and E which in this example are themselves flexible. In
this arrangement the brake band is constructed of a concave rubber strip C with a
thin sheet-metal backing (³ in substantially the manner before described and
illustrated in Figs. 1 and 2. This brake band is connected to the plunger rod D by
the arms Band E which are formed in one piece of preferably thin sheet steel and
may be pivotted each arm to one end of the band. These arms are secured to the
plunger rod D conveniently by means of a flange or plate D¹ which may be rivetted
to both the plunger rod D and the arms or plate B E. In this construction of brake
the brake band itself is flexible and will readily yield to any inequalities in the
surface of the tyre F and moreover the arms B and E are also flexible so that the
angle which the brake band makes to the plunger rod D may also be varied, this
latter provision allowing of the back end of the brake-band being dragged down
by the friction on it of the tyre when the brake is applied and thereby improve the
braking properties.
The brake device shown in Fig. 4 is substantially similar to that shown in
Fig. 3, the only practical difference being that here the arms B E are rivetted
instead of as in Fig. 3 pivotted to the brake-band and the inner end of the arm B
terminates at a lower level than that of the arm E and the plate D¹ is bent to
correspond to the shape of the plate B E. This last described arrangement is
somewhat more flexible than, but in other respects operates the same as that shown
in Fig. 3.
The brake may be so arranged that it may be operated by means of air or other
fluid under pressure conveyed through a flexible tube from any convenient position.
Instead of attaching the arms B to the top of the fork they may be attached
to the ends of another pair of rods which latter may be stayed from the wheel
hub, in a somewhat similar manner to that of a mudguard, in which case the
brake-band may be of considerable length and may be used in lieu of a
mudguard.
As the power in the brakes shown in Figs. 1 and 2 and 5 to 12 is not applied at
right angles to the tangent as in the ordinary plunger class of brakes, the band is free
to move and to adapt itself to the shape of the wheel, so that should a small stone or
other obstruction get between the tyre and the band, the latter will move back and
allow it to pass without damaging the tyre.
Suitable springs stays or blocks may be employed to keep the brake-band in
place when not in use. In Figs. 1 and 2 which are the only figures in which
I have shown devices for returning the brake-band to its inoperative position,
I have represented two springs G for fulfilling this function. These springs at
one end are secured to the fork A and at the other end are in engagement with
the arms B.

page_text: A convenient way of securing the before described brake device shown in
Figs. 1 and 2 to an existing cycle is by means of clips J fixed on the fork-arms A
as by clamping screws J', the arms B being pivotted to these clips as shown in the
drawings; in the case of a new cycle, lugs may be specially provided for pivotting
the arms B to.
In the case of a spring carriage, dog cart or other "vehicle" the arms B and E
which carry the brake-band C may as shown in Figs. 5 and 6 cross each other in
order to allow greater freedom to the band. This may be desirable owing to the
"give" or "spring" of the carriage which allows the body to vary its position in
relation to that of the wheels.
In this arrangement the arms B at one end are pivotted to the "entering" end of
the brake-band C that is to say the end which the tyre F first enters or reaches; at
the other end the arms B are pivotted to the "vehicle "body as by means of a bracket K
secured to the latter. The arm E is pivotted to one end of the brake band C as in
Figs. 1 and 2, and also to one arm of the operating or brake-lever which in
this example is somewhat of the form of a hell-crank lever. This brake lever
is pivotted to the "vehicle" body as by means of a bracket L', and when it is
desired to apply the brake the lever I is moved in the direction indicated by the
arrow Fig. 5.
l
A stop M may he provided to restrict the brake-releasing movement to the
necessary limit.
The brake apparatus shown in Figs. 7 and 8 differs from that shown in Figs. 5
and 6 only as regards the construction of the brake-band C which has already been
described and as regards the arrangement of the arms B which instead of being
pivotted to a separate bracket (K) as in Figs. 5 and 6, in this example are pivotted on
the pivot L of the lever L.
The brake apparatus shown in Figs 9 and 10 differs from that shown in Figs. 7
and S only in that the hand lever L in this example is straight instead of bent as
in Figs. 7 and 8.
In the arrangement shown in Fig. 11 the lever L is formed with three arms, at the
end of one of which is provided a handle L³ as in Figs. 6, 8 and 10, and to the second
one is connected the arms E as in Figs. 5 to 8 inclusive, while to the third arm of
this lever are connected those ends of the arins B which in the preceding example have
been described as pivotted on a fixed pivot. By this arrangement 1 obtain a very
powerful brake which, although it is positively pressed at both of its ends into contact
with the wheel tyre F, is at the same time sufficiently flexible to enable it to yield to
accommodate itself to inequalities in the shape of the tyre.
The apparatus shown in Fig. 12 comprises a straight brake lever L pivotted on a
stationary pivot LP as in Figs. 9 and 10 and a flexible brake shoe, substantially such as
before described and illustrated in Fig. 3, secured to this lever so that when the latter
is moved in the direction indicated by the arrow the brake shoe will be forced against
the tyre F.
In all cycles and "vebicles" in which springs are interposed between the wheels
and the frame or body the position of the brake varies in relation to the wheel and
unless means are provided for compensating for this deviation the brake cannot be
made to act uniformly throughout its length; all of the before described devices
readily adapt themselves both to the deviations last referred to as well as to inequalities
in the shape of the tyre F.
The band for the brake may be made of rubber vulcanized with wires or
threads arranged in a particular manner to take the strain or wear or it may consist
of a suitable frame having steel or other wires secured thereto and arranged in such
a manner that they may act as a brake and yet allow grit or small stones to pass
between the wires.
The handle bar of the machine may be hinged at the junction with its pillar and
may be kept in its normal position by a catch or bolt. In this arrangement the
act of lowering the handles may be caused to apply the brake by means of toggle
joints or levers,

page_text: I do not confine myself to any particular method of causing the band to
approach the wheel under tension, as various methods may be employed to accom-
plish this result without departing from the spirit of the invention, the brake being
applied either manually as by hand or foot or by power.
If it is desired that the brake should remain on until positively taken off a
spring or other catch may be arranged for this purpose or the arms BE or levers
carrying the brake band may be set so that the friction caused by the revolving
wheel may keep the brake in action until positively released by the operator.
By allowing sufficient movement this brake may be made to act even when the
tyre is deflated.
The brake may be applied to the rear wheel of a safety bicycle and if desired
it may be operated by a movement of the saddle caused by the rider sitting farther
back or by a pneumatic arrangement in connection with the saddle.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I wish it understood
that I do not herein claim anything disclosed in my previous Specification
No. 21097 91 and I make no claim to the use of an open ended spring fork such as
is illustrated in Figs. 7 and 8 of the accompanying drawings and lettered C 4; but
what I claim is ;-
1. In a wheel brake the combination with a flexible brake band and one or more
arms such as B connecting the brake band to the frame or body of the cycle or
vehicle of one or more thrust arms or links such as E connecting the brake band
with the brake operating rod or lever substantially as described.
2. A wheel brake consisting of a flexible brake band attached to the frame or
body of the cycle or vehicle by one or more backwardly projecting arms such as B
and operated by a rod or lever and a forwardly-projecting arm or link such as E
the brake band extending both in front and behind the operating rod or lever
substantially as described.
3. A wheel brake consisting of a flexible brake band encircling a portion of the
wheel circumferentially supported at or near each end by oppositely inclined arms
or links such as B and E and arranged so that when the brake is applied to the
wheel these arms extend it in the direction of its length substantially as described
and illustrated in the accompanying drawings.
4. A wheel brake consisting of a flexible brake band encircling a portion of the
wheel circumferentially connected with the operating rod or lever by oppositely
inclined arms or springs such as BE the arrangement being such that when power
is applied the band is stretched in the direction of its length and brought against
the wheel, but is free at any part of its length to adjust itself to irregularities in
the shape of the wheel or to allow obstructions to pass substantially as described
and illustrated in Figs. 3 and 4 of the accompanying drawings.
5. A wheel brake consisting of a flexible brake band kept in tension by arms or
springs such as B E extending from a bridge piece or plate such as D₁ set near to
but not in direct contact with the band the whole being so arranged that when the
band is pressed against the tyre it is free at any part to move back under excessive
pressure to allow obstructions to pass substantially as described and illustrated in
the accompanying drawings.
6. The combination and arrangement of parts constituting the complete flexible
brake shoe substantially as described and illustrated in Figure 3, 4 or 12 of the
accompanying drawings.
7. In a wheel brake the combination with a flexible brake band of oppositely-
inclined intersecting arms or links attached to the ends thereof the arm or arms
connected to one end of the brake band being also connected to the frame or body
of the cycle
or vehicle and the arm or arms connected to the other end of the brake
band being also connected to the operating rod or lever.
"
8. In a wheel brake the combination with a flexible brake band of oppositely.
inclined arms or links such as B Ę attached to the ends thereof and a lever having

page_text: two arms one connected to each of the links substantially as described and illustrated
in Figure 11 of the accompanying drawings.
9. The combination and arrangement of parts constituting the complete wheel
brake substantially as described and illustrated in Figures 1 6 8 9 11 or 12 of the
5 accompanying drawings.